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INSTRUCTIONS 
For the 

CAREand OPERATION 

Of 
MODEL A-I.andE. 

jfispano"Ouiza 

AERONAUTICAL 
ENGINES 



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GircrafE Corporation 



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New Jersey, U.S. A. 



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ispano-ouiza 

AERONAUTICAL ENGINES 
BIRKIGT PATENTS 



INSTRUCTION BOOK 

JULY, 1918 

SERIES No. 4A 



QircrainB (jferporafioQ 



OFoora 



New Brunswick 



New Jersey, U. S. A. 






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Copyright, 1918, 

by 

Wright-Martin Aircraft Corporation 

New Brunswick, N. J., U. S. A. 



AUG -3 1918 

©Ci.A501379 



-ifWA 






INTRODUCTION 



The remarkable progress that has taken place in the 
field of aviation during the past few years has been 
due largely to the rapid developments made in aero- 
nautical engines. 

Most of the early aeroplanes were equipped with 
rotary engines. These engines had the advantage of 
being light in weight, but they lacked power and 
reliability. Moreover, they were uneconomical in oil 
and gasoline. It soon became apparent that any fur- 
ther progress in aeronautical engines must necessarily 
come from developments along the lines of the more 
powerful stationary engines. 

During the spring of 1916, the Societe Hispano-Suiza 
of France presented the first Hispano-Suiza engine to 
the Technical Section of the French Aviation. This 
was a stationary "V" type engine of 150 H. P. 

This type "A" Hispano-Suiza was soon after adopted 
by the French military authorities. Fitted on the Spad 
plane, it was brought up to the front in August 1916, 
and underwent the most severe practical tests during 
the battle of the Somme. 

It was due largely to the performance of the Hispano- 
Suiza engine during this battle that the French were 
able to gain the supremacy of the air. 

The success of the type "A" 150 H. P. having been 
fully demonstrated, the Societe Hispano-Suiza began 
experimenting with a more powerful engine and in 
December, 1916, a new Type "E" 180 H. P. engine 
was produced. 

In general construction this engine was practically 
the same as the former Type "A," but the compres- 
sion had been increased, and a larger carburetor had 



been added. The engine was designed to run 300 revo- 
lutions faster, and was correspondingly reinforced. 

This engine gave more satisfaction than the first one. 
It had the great advantage of having high compression 
and allowed the pilot to keep his power at high altitudes. 
The Germans at that time did not have such fast ma- 
chines, and were trying to get the advantage in alti- 
tude. On that point they were also beaten. Between 
15,000 and 18,000 feet, where most of the fighting took 
place, the performance of the Hispano-Suiza engine 
was absolutely uniform and reliable. 

In March, 1917, the Societe Hispano-Suiza produced 
a 200 H. P. engine, which permitted an extra gun to be 
carried. This engine was used throughout the Battle 
of the Aisne and in Flanders. In July a new type of 
200 H. P. was manufactured. This was the 200 H. P. 
high compression engine. Very soon after the appear- 
ance of this engine, tests were made on the 300 H. P. 
Hispano-Suiza engine in service at the front at the 
present time. 

The original Societe Hispano-Suiza not having had 
the facilities for turning out their engines in sufficient 
quantities to meet the demands of the French and 
allied nations, rights were given to other companies 
in France and to the Wright-Martin Aircraft Corpora- 
tion of America. 

The Wright-Martin Aircraft Corporation is building 
not only for the great work of the present, but for the 
greater work of the future. 

This Company represents one of the pioneers and 
leaders what will be, during the years to come, one of 
the world's foremost industries. 

WRIGHT-MARTIN AIRCRAFT CORPORATION, 
New Brunswick, N. J., U. S. A. 






The following photographs represent only 
a few of the Aces who have staked their 
success and reputation upon the Hispano- 
Suiza engines. 




(56 Boches) 

Born the 27th of March, 1894, at Sauley-sur-Meurthe: pilot of remarkable bravery 
and daring, having fought many aerial duals. Rendered the greatest services to his 
country during the early part of the war, making daily reconnoitering flights over 
enemy territory in the face of great danger. 

Citation— "At the present time the most decorated of our pilots, having fought 
with valor on the English, French and Belgian fronts." 




(53 Boches— 20 Citations) 

(Born in Paris, December 24, 1894) 

"Captain Guynemer, commanding escadrille No. 3, died gloriously after three years 
of arduous fighting. Hewill remain thepurest symbol of the qualities of the race: Un- 
conquerable tenacity, fierce energy, sublime courage. Animated by a most unfailing 
faith in Victory, he leaves to France a lasting remembrance which has exalted the 
spirit of sacrifice and steadfastness among the soldiers of France." Last citation. 

Following Decorations: 

War Cross with 25 palms 

Military medal (July 21, 1915) 

Chevalier of the Legion of Honor (Dec. 24, 1915) 

Chevalier of the Danile de Montenegro 

Cross of Saint-George of Russia 

Cross of Mitchell the Brave of Roumania 

Star of Kara George of Serbia, (Mar. 21 1917) 

Officer of the Legion of Honor, (June 11, 1917) 

Distinguished Service Order (August 1917) 







(38 Boches) 

Remarkable example of physical and moral energy, courage, audacity and cool- 
ness, which characteristics have won him his name of "King of the Air." Few pilots 
put more variety into their system of attack. 

Although convalescing from serious wounds, fought every day and in many cases 
executed flights which lasted nine hours. 

Served in two branches of the army, having first enlisted at the outbreak of the war 
in the 2nd Regiment of the Hussars. After the death of George Guynemer, the title 
of Ace of Aces passed to Nungesser. 

His victories were accomplished under conditions which called for skill, endurance 
and heroism. 

Military medal gained when with the Hussars after one month's fighting. Croix 
de guerre with 16 palms and 2 stars, Military cross of England, Crown of Leopold 
with silver palms, Belgian Croix de Guerre, Danilo de Montenegro, la Bravoure 
Serbe, Italian Cross of Valor, and the Cross of St. George of Russia. 







(27 Boches) 

Lieut. Flachaire, one of the most daring of French pilots, having 27 Boches to his 
credit. He demonstrated his flying qualities with his Hispano-Suiza equipped Spad 
to thousands in America. 




(25 Boches) 
(Born at Havre the 25th of July, 1892) 

Before entering aviation Lieut. Guerin was cited twice for brilliant action in 
infantry. "He is one of our most remarkable aces, having been one of the quickest in 
bringing down enemy planes. Has fourteen citations to his credit, military cross and 
legion of honor." 







(25 Boches) 

Born at Bizerte, 25 years ago; from the very outbreak of the war Madon distin- 
guished himself by his fearlessness and made a name for himself by the aerial acro- 
batics which he performed. He was attached to the Soissons sector. 

In April, 1915, was lost in a mist and forced to land in Swiss territory. He escaped 
the following September. Returned to France and joined his former unit. He soon 
began to distinguish himself as a Boche hunter. 




(23 Boches) 

When Rene Dorme was killed he had to his credit 23 Boches officially recorded. 
One might say, without exaggeration, that he had brought down twice that number. 
An indefatigable fighter, one who fought, not to have his successes recorded, but to 
bring down the greatest possible number of Boches. At the time of mobilization, he 
was a volunteer and succeeded in getting a transfer in the aviation in 1915, commis- 
sioned and attached to a camp near Paris with several pilots who had made big 
names for themselves. 

Citation promoting him to the Legion of Honor: "Brilliant pilot with exceptional 
skill and audacity. Always ready in all weather and under all circumstances for the 
most daring missions." 



. 




Ca 



HEURTAUX 



(21 Boches) 

Captain Heurtaux who succeeded Commandant Brocard as chief of the famous 
Stork escadrill No. 3, is one of the youngest and most remarkable of French Aces. 

"The 2nd Lieut. Heurtaux has proven himself bold and energetic. He was the first 
to bring down an enemy aeroplane with a single bullet, a feat which only Guynemer 
has equalled. Heurtaux is called "the terror of the enemy." 

Citation— Upon receiving the Order of Legion of Honor : "Asa Cavalry officer, he 
proved his qualities of audacity, coolness and devotion, which earned him three 
citations. In aviation since December, 1914, has distinguished himself as an observer, 
a bomber, and pilot of exceptional ability." 







(21 Boches) 

{Italian Ace) 




(19 Boches) 

(Born in IVellingford , Conn., volunteered at the outbreak of the war as 
a mechanic for the famous French Aviator, Marc Pourpe) 

Upon Pourpe's death he asked to become pilot to revenge his friend's death. 
Distinguished himself by long-distance bombing expeditions and daily combats with 
enemy aviators. He proved himself a remarkable pilot and was quick to win the 
military cross. The first American volunteer in the French Army to receive the 
English military cross. Lufbery's history is one of the most interesting among the 
Americans enrolled in the French Flying Corps. 

Citation — "Of exquisite calm and even character, cool judgment coupled with 
exceptional bravery. In addition he was an excellent marksman. One of the most 
popular of the Americans in the French Esquadrille and admired by all who knew 
him." 




(17 Boches) 
(Born May 29, 1897) 

Prisoner in Germany for eighteen months, escaped and reached France on the 10th 
of April, 1916. One month after his return to France, although still weak from 
privation of his prison life in Germany, he returned to the front where he soon dis- 
tinguished himself by numerous victories. 







(12 Boches) 




(11 Boches) 







^^-^1 




(7 Boches) 

(Born at Lodove, February 15, 1890) 

Flier of exceptional daring, fought many aerial duels in the course of which his 
plane was frequently riddled by enemy bullets. Was an expert marksman. 
Active at Verdun and at the Somme. 




(7 Boches) 

(Born the 27th of August, 1897, at Sainte Antoine) 

Although only eighteen when he enlisted he soon acquired all the gifts required 
for aerial fighting — physical endurance, marksmanship, courage and tenacity. 
The career of Garaud was short but eloquent. The heroism and loyalty of this young 
man have served as a model to all the youths of France enlisted in aviation. 




LACHMANN 
(7 Boches) 



PREFACE 

Pilots and owners will understand that it is impos- 
sible to lay down absolute rules for the proper care of 
engines that will cover all the wide and varying con- 
ditions of air service which must be met with. 

The Instruction Book which is placed in the tool 
equipment of each Hispano-Suiza Engine is intended to 
be suggestive only, and we expect the instructions to be 
modified to meet the particular conditions under which 
each engine is operated. 

To insure to every Hispano-Suiza owner the full 
benefit of the remarkable service which this engine is 
capable of delivering, the Technical Service Depart- 
ment of the Wright-Martin Aircraft Corporation will 
furnish, upon request, any information concerning the 
care and operation of the Hispano-Suiza Engine under 
special conditions of service. 

It is well to remember that continued efficiency is best 
assured when replacements are made with the standard 
Hispano-Suiza parts manufactured by the Wright- 
Martin Aircraft Corporation. 

WRIGHT-MARTIN AIRCRAFT CORPORATION 
New Brunswick, N. J., U. S. A. 



INDEX 

Part 
No. 

1. Unpacking. 

2. General Description. 

3. Recommendations for Installing the Engine in 

Airplane. 

4. Carburetor. 

5. Ignition System. 

6. Lubrication System. 

7. Water Circulation System. 

8. Gasoline System. 

9. Valve Timing. 

10. Starting System. 

11. Precautions to be Taken Under Freezing Con- 

ditions. 

12. Recommendations for Attaching Propellers. 

13. Machine-Gun Firing Mechanism. 

14. Adjustments. 

15. Operation. 

16. Instructions for Starting the Engine. 

17. Disassembly. 

18. Maintenance. 

19. Reassembly. 

20. Trouble Chart. 

21. Data. 

22. Appendix — Instructions for the Care and Opera- 

tion of Model "E" 180 H.P. Hispano-Suiza 
Engine. 

23. Appendix — Instructions for the Care and Opera- 

tion of Model "A" 150 H.P. Hispano-Suiza 
Engine. 

24. Reference Tables. 

25. Model "I" 150 H.P. Hispano-Suiza Engine- 

Parts Catalogue. 

26. Additional Parts Covering Model "E" 180 H.P. 

Hispano-Suiza Engine. 

27. Model "A" 150 H.P. Hispano-Suiza Engine- 

Parts Catalogue. 

28. List of Special Tools for Hispano-Suiza Engines. 

29. Index to Drawings and Line Cuts. 

30. Clearance Allowance Charts. 

31. Assembly Views of the Models A, I and E Engine. 



INSTRUCTIONS 

FOR THE 

CARE AND OPERATION 

OF 

HISPANO-SUIZA 
AERONAUTICAL ENGINES 




Plate 2 
Engine being lowered into shipping box 



PART I 

UNPACKING— MODEL I 

Shipping Weight and Size. 

The shipping weight of the Model I, 150 H. P. His- 
pano-Suiza Engine is about 870 lbs. 

The Hispano-Suiza Engines are shipped from the fac- 
tory completely enclosed in a substantial box fitted 
with handles on each corner. The engine itself is 
covered with a water-proof oil cloth. The dimensions of 
the shipping box are: 

Length— 60" 
Width— 38" 
Height— 39>^" 
Displacement — 52 Cu. Ft. 

To unpack, cut the four sealing wires, preferably at 
the bottom edge of the box. Remove the eight nuts 
that hold the top and sides of the box to the bottom. 
The engine will be found securely bolted down with six 
bolts to supports or sills fastened and braced to the 
bottom of the box. Remove the nuts to these bolts 
and place two cables around each side of the engine 
between two or three of the steel sleeves. The engine 
can be lifted out with a suitable hoist. See Plate 2. 

What to Rest the Engine On. 

Do not attempt even to partially rest the weight of 
the engine on the lower half of the crankcase or any part 
other than the separating flanges on the upper half of 
the crankcase. 



HISPANO — SUIZA 




Plate 3 
Engine in shipping box before water-proof cover is in place 



30 



AERONAUTICAL ENGINES 

Where Parts are Found in Packing Box. 

At the front end of the engine under the propeller hub 
will be found the spare parts and tool equipment box. 

How Parts are Covered When Shipped. 

The following parts will be found covered with paper: 

Carbureter air inlet. 
Propeller hub. 
Water pump. 
Tachometer Drive. 
Crank case breather. 
Vertical shafts. 
Air pump. 
Magnetos. 

Solid fibre gaskets are placed over the exhaust ports 
and water outlets and should be removed. 

Removing Oil From Outside of Engine. 

Before shipping the Hispano-Suiza Engines, all the 
steel and aluminum parts are slushed with heavy oil. 
A spray of gasoline under air pressure will remove this 
from the engine. If the engine is to be started im- 
mediately after washing, keep the magnetos from 
getting gasoline in them, otherwise there will be danger 
of fire. 



31 



H 



SPANO — SUIZA 





STARTING MAGNETO 

Plate 4 
Outside cover of shipping box being removed 



32 



AERONAUTICAL ENGINES 



PART II 

GENERAL DESCRIPTION 

The Model "I" Hispano-Suiza Aeronautical Engine is 
of the eight-cylinder "V" type, fourcycle, water cooled, 
bore 120 m/m 4.72", stroke 130 m/m 5.11". At sea 
level it develops 150 H.P. at 1450 r. p. m. 

There are two cylinder blocks, each containing four 
cylinders, their center lines making an angle of 90° 
between them. 



Cylinders. 

The individual cylinders are steel forgings, heat- 
treated, machined and threaded on the outside. These 
steel sleeves are flanged at the bottom and closed at the 
top, this surface being flat, providing for the two valve 
seats. The cylinders are screwed into the cast-alu- 
minum cylinder blocks which form the water jackets 
and valve ports, as well as intake and exhaust passages. 
Each block, after cylinders and other parts are as- 
sembled, is given several coats of enamel, both inside 
and out, each coat being baked on. 



te 



1 - « 



■'■.■'?■ / ( V< r '.r r J 



1 






f 4 1' 



9 

H 



Plate 5 
Cylinder and steel sleeve assembly. 



Model A, E and 1 



33 



H I S P A N O 



S U 



Z A 




Plate 6 

Piston and connecting rods assembled. Model I and E 



Pistons. 

The pistons are aluminum castings, three-eighths of 
an inch in thickness at the head. The sides taper down 
from three-eighths of an inch at the top to one-eighth of 
an inch in thickness at the bottom. By this construction 
the heat is rapidly carried off. At the top of each piston 
are four narrow rings in two grooves. Near the bottom 
there is one oil ring, with relief just below it. 

The piston pins are made of case-hardened alloy 
steel, large in diameter, and hollow. They are allowed 
to float in both sides of the pistons as well as the upper 
end of the connecting rods. Each is held in place by a 
piston pin lock ring. 

34 



AERONAUTICAL ENGINES 



1(673 




Plate 7 

Inner and outer connecting rods disassembled. Model I and E 



Connecting Rods. 

The connecting rods are of heat-treated steel tubular 
in section. One rod is forked at the bottom end, having 
a two-piece bronze box (babbitt lined) bolted to it by 
four bolts. This bears directly on the crankshaft. The 
other rod bears on the outer and central portion of the 
bronze box. Both connecting rods are provided with 
bronze bushings at their upper ends. 

Crankshaft. 

The crankshaft is of the four-throw type, 180° 
between throws. It is made of chrome nickel steel, 
machined all over, and is hollow for lightness. 

This shaft has four plain main bearings, bronze 
backed and babbitt lined, and one annular ball main 



35 



HISPANO — SUIZA 






■j 




a 




Flate 8 
Valve, valve springs and valve tappet disassembled. Model A, E and 1 



bearing at the rear (magneto) end. It is provided with 
a taper having a key for the propeller hub. 

The thrust for either a tractor or pusher propeller 
screw is provided for by a double row ball-thrust bearing 
located in the front of the crankcase. 



Crankcase. 

The crankcase is of aluminum and is made in halves, 
the division being on the center line of the crankshaft. 
The main bearings are supported in both the upper and 
lower halves. 

36 



A E^R" ONAUTICAL ENGINES 




Plate 9 
Rear view of Model I and E 



The lower half is of very deep section, thus providing 
a large oil reservoir and at the same time stiffening the 
engine. 

Magneto Support and Drive. 

The magneto support is an aluminum casting bolted 
on the rear end of the crankcases. A small shaft, with 
a spiral gear, driven from the end of the crankshaft is 
mounted in the center of the magneto support. This 
shaft drives, by means of the spiral gear, another shaft 
which is at right angles to it and directly above it. 

37 



H I S P A N O 



S U 



Z A 




Plate 10 
Looking down on the top from the rear. Model I and E 

The magnetos are driven from this upper shaft 
through gear type couplings. 

Valves. 

The valves are set vertically in the cylinders along the 
center of each block and are directly operated by a 
single, superimposed camshaft. The valves are 
Tungsten Steel, with large diameter hollow stems, 
working in cast-iron bushings, provided at the upper 
ends with case-hardened flat-headed adjusting screws 
(discs) upon which the cams are operated. To insure 



38 




Plate 11 
Front view of Model I and E 



proper seating, the valves are held to their seats by two 
concentric helical springs each, either one of which is 
sufficient to insure the valve seating in case of breakage 
to the other. 

Ready adjustment of clearance between the adjusting 
screws or discs and the cam contour is obtained by ser- 
rated washers. These washers are pressed upward by 
springs and hold the adjusting screws in place while 
they permit easy turning by means of a special wrench 
which angularly displaces the adjusting screws in the 
stems of the valves. The spring retainer washer is held 
in place angularly by means of tenons which engage 
slots in the stem. Nevertheless, the whole assembly can 
slide freely lengthwise. It is the valve spring which 
holds the spring retainer to the adjustment disc, the 
rim of which is arranged with a small indentation. 

39 



H 



SPANO — SUIZA 




Plate 12 
Right side of Model I and E 



Camshafts, 

The camshafts are hollow and are supported by three 
plain bronze bearings each. The drive for each shaft is 
by means of two pairs of bevel gears and a vertical shaft 
driven from the crankshaft by two vertical shafts and 
bevel gears of hardened alloy steel running in plain 
bronze bearings. These shafts are protected by a hous- 
ing of light steel tubing and each one is provided with a 
screw-driver type of joint near the middle, allowing 
ready removal of the cylinder blocks without dismount- 
ing other parts. The camshafts, cams and heads of 
valve stems are all enclosed in oil-tight cast-aluminum 
removable housings. 

Air Pump. 

The valve gear housing is provided with an air pres- 
sure pump, the piston of which is operated by one of 
the cams. 

40 



AERONAUTICAL ENGINES 




Plate 13 
Left side of Model I and E 

Tachometer. 

Each valve gear housing is provided with a dog clutch 
tachometer drive operated by the camshaft. 

Propeller Hub. 

The propeller hub is fastened directly on the tapered 
crankshaft end by means of a key, being drawn on by a 
nut having a coarse pitch thread on the inside and it 
being locked by a second nut having a fine pitch 
thread on the outside which screws directly into the 
propeller hub. 

Starting Crank. 

Some engines used in Seaplanes or planes of the 
pusher type are equipped with a geared-down hand 
crank starting device. Thus equipped they are geared 
up to a small starting magneto which gives a hot spark 
at low engine speeds for starting. See Plates 38 and 39. 

Exhaust. 

The exhausts have individual ports to which are at- 
tached steel manifolds adapted for each particular type 
of airplane. 

41 



HISPANO — SUIZA 



PART III 

RECOMMENDATIONS FOR INSTALLING THE 
ENGINE IN THE AIRPLANES 

How Mounted. 

The engine should be anchored on a rigid support and 
at the points of contact with the engine the support 
should be lined with fibre or sheet metal. The engine 
base should set flat on the engine support members. 
Contact should be made at all places between engine 
base and supports before the nuts holding the base are 
tightened. 

Accessibility. 

Whenever possible, the camshaft housing or cylinder 
covers should be left exposed; their disassembly is then 
very easy and this arrangement permits the plane 
constructor to cut down the size of the cowls. If, in 
certain cases, the engine is mounted without any cowls, 
some method of sheltering the magnetos should be 
provided for, such as a leather covering. 

The plane should be so designed that the following 
parts are easily accessible: Magnetos, particularly the 
distributors and breaker boxes, spark plugs, oil filter 
A-11025-B, oil relief valve 11893, and crankcase breather 
tube cap A-9960-B. 

Protection from Fire. 

The plane should be protected from back-fires by 
having a long screen placed over the air inlet, the 
minimum inside diameter of which should be 102 m/m 
or 4", having a length of 152 m/m or 6", with a 
steel disc placed in the one end. 

At the lower part of the carburetor is a nipple to 
which a small drain tube should be fastened to carry off 
the gasoline. This tube should discharge well to the rear 

42 



I 




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Plate 14 

(Installation drawing of Models I and E) 



AERONAUTICAL ENGINES 



under the planes, and as far away from the exhaust as 
possible. 

Gasoline Supply Shut Off. 

A gasoline shut-off should be provided as near the 
engine as possible to enable the pilot to shut off the 
gasoline supply. 

Placing of Water Radiators. 

It is important that the plane designer place the water 
radiator so that there is at least a 12" head of water 
above the highest part of the cylinder water space. 
When two side radiators are used they should be 
joined, if possible, by a communicating tube on top. 
The circulating system should have at its highest point 
a small expansion tank with a level cock, which avoids 
complete refilling of the tank. The space in the tank 
above the level cock should have not less than 3 litres or 
3 quarts capacity, to allow for the expansion of the 
water. 

Water Filter. 

It is necessary to locate, in an accessible manner, a 
filter between the cylinder outlets and each radiator to 
stop sediment in the water which deposits in the jackets 
and tends to clog the radiators. 

Precautions. 

See that all water and oil connections are tight. 

See that the carburetor control rods are pinned in 
place at both ends and that they work freely. See that 
they function the carburetor control levers from one 
extreme to the other. Always take these precautions, 
remember that any one of these coming loose may cause 
a forced landing. 



43 



HISPANO— SUIZA 

PART IV 

STROMBERG AIRPLANE CARBURETOR USED 
ON MODEL "I" AND "E" 

TYPE NA-D4 AND NE-D4 

In this carburetor the fuel is metered and discharged 
by suction generated from, and depending upon, the 
rate of air delivery through the venturi tubes to the 
carburetor. The fuel delivery is made to respond in 
proper proportion to this suction by the induction of air 
into the jet. This keeps the mixture constant through- 
out the throttle range. 

The compound venturi tube construction also de- 
velops a powerful suction at the point of fuel discharge 
and, in conjunction with the air injection, gives com- 
plete atomization. 

Metering Nozzles. 

For each carburetor unit there is a separate nozzle 
through which the whole gasoline supply for that unit 
is taken. These nozzles are located horizontally so that 
they may be changed without removing the carburetor 
from the engine. A similar nozzle, several sizes larger, 
may be used in the accelerating well to assist atom- 
ization, but this is sufficiently large to require no change. 

Idle Running. 

During idle and low throttle running the gasoline, 
after passing through the metering nozzle, is carried 
up into the idle tube end, after dilution with a small 
quantity of air, is discharged through a slot at the edge 
of the throttle, as shown in the illustration, Plate 15. 
The amount of air dilution governs the mixture pro- 
portion for these speeds and is controlled by the idling 
adjustment needle. 

Accelerating Well. 

Below and concentric with the main discharge nozzle 
is an accelerating well chamber, with a small air vent at 

44 



A E RfO NAUTICAL ENGI NIE S 




Plate 15 
Stromberg carburetor with throttle in idling position. Model I and E 

the top which leads to the main gasoline channel at its 
bottom. This well chamber acts as a reserve supply of 
fuel for acceleration, its contents being delivered as the 
throttle is opened, and replenished from the main jet 
flow when the throttle is closed. Thus the mixture be- 
comes, temporarily, slightly richer than normal as the 
throttle is opened, and temporarily thinner than normal 
as the throttle is closed; an action found necessary for 
flexible operation with low grade American gasoline. 

Float Mechanism. 

The float mechanism is positive in its action and hung 
in such a way that it will operate at angles between 
45° climb and a straight dive; also under a con- 
siderable sidewise inclination. The float needle valve is 
pointed upward so that any dirt will wash down, away 
from the valve seat, and is held to its pin by a self- 
contained spring plunger to obviate wear under the 
vibration of the engine. 

The needle valve point is of an especially hard non- 
corroding alloy and ground true — while the needle valve 
seat is of softer material so as to follow the shape of the 
harder needle point. 

45 



H 



SPANO — SU 



Z A 



THROTTLE VALVE 

JHROTTLE VALVE SHAFT 

IDLE DISCHARGE JET 



IDLE ADJUSTMENT NEEDLE 



DLE TUBE 

AIR INTAKE TO JET 

FLOAT STRAINER 



NEEDLE VALVE SEAT 




GASOLINE CHANNEL 
ACCELERATING/' 
WELL NOZZLE 

AIR HORN DRAIN CONNECTION 



Plate 16 
Stromberg carburetor with throttle partly open. Model I and E 

The operation of the float mechanism during different 
aerial maneouvers depends not only upon gravity but 
also upon the motion of the airplane. Assuming that 
the carburetor is mounted with the air entrance to the 
front of the plane, the carburetor float will function 
normally whenever the pilot is resting on his seat, lean- 
ing hard against the back or sides of his seat, or tending 
to slide forward. 

When diving at a steep angle, if the throttle is closed 
all the way to the idling position, some fuel will drain 
out of the main discharge jets in the air entrance of the 
carburetor. This will drain away through the air- 
horn drain tube when the plane straightens out, but this 
accumulation will be avoided altogether if the throttle 
is kept a little further open so that there is enough 
draught in the venturi to carry this fuel up from the jet 
into the engine. 

If the position or motion of the plane is such that the 
pilot tends to fall away from his seat, the same forces 
will cause the float to go up; this closes the float needle 



46 



AERONAUTICAL ENGINES 




Plate 17 
Stromberg carburetor with throttle in wide open position. Model I and E 

valve. At the same time the fuel will go to the top of 
the float chamber and cease to flow from the discharge 
jets. It will not leak from the vents in the top of the 
float chamber, however, if the throttle is kept a little 
open. 

STROMBERG CARBURETOR ADJUSTMENTS 

Pilot's Control of Altitude Adjustment 
Stromberg Carburetor. 

The mixture proportion delivered by this carburetor 
is subject to little variation in passing from sea level to 
approximately 915 meters or 3000 feet altitude. In the 
"Rich" position the mixture is slightly richer than 
necessary. This can be corrected for more than 6100 
meters or 20,000 feet altitude, by moving the alti- 
tude-control lever forward to the "Lean" position. 
The control should always be placed in the leanest 
position that will give maximum r. p. m. of the engine, 
thus giving maximum torque. 



47 



H I S P A N O 



SUIZA 



VENTURI SUCTION PASSAGE 




Plate 18 
Showing the altitude or Pilot's control. Stromberg carburetor. Model I and E 



The metering nozzles above referred to are graded 
and numbered according to the common industrial 
Twist Drill and Steel Wire Gauges. 

This control of the mixture is obtained by the rota- 
tion of the sleeve in the pilot's control, which opens to a 
greater or lesser extent, or closes off entirely, the com- 
munication between the float chamber space and the 
holes drilled in the upper part of the large venturi tube. 
The float chamber has also a smaller atmospheric vent 
hole communicating through a gauze strainer with the 
interior of the air entrance of the carburetor. When 
the connection to the venturi tubes is full open, a con- 
siderable suction is communicated to the float cham- 
ber and this suction opposes the suction at the main 
discharge nozzle, thereby reducing the gasoline flow 
through the metering nozzle. 

When the passage between the venturi and float 
chamber is shut off entirely, atmospheric pressure exists 
in the float chamber and the maximum gasoline delivery 
is obtained. 

With the venturi suction channel partially opened 
the gasoline flow is correspondingly reduced. 

48 



THROTTLE STEM cm 







Plate 19 

(Stromberg Carburetor — cross-section view. Models I and E) 



AERONAUTICAL ENGINES 



Since a strong suction exists in the float chamber 
when the control is in the lean position, care should be 
taken that the joint between the upper and lower halves 
of the carburetor is kept tight, and that the gasoline 
channel plugs in the lower part of the carburetor are 
drawn tight on their gaskets. If these leak sufficiently 
to allow gasoline to drip, they will also permit air to 
be drawn in with the flowing gasoline, which will inter- 
fere somewhat with the mixture regulation. 

Idle Adjustment. 

The idle adjustment needle affects the low speed 
only and has practically no effect on the high-speed 
action. Screwing the needle inward, right hand, gives 
less air dilution and more gasoline to the mixture 
"Rich/' left hand, less gasoline, "Lean." An average 
adjustment is obtained when the idle adjustment 
needle is unscrewed about three-quarters of a complete 
turn from a seating position; an exact adjustment is 
made at the factory when the engine is tested and need 
be changed only under extreme weather conditions. 

DISASSEMBLY AND REPAIR OF STROMBERG 

CARBURETOR 
The Strainer. 

Most carburetor trouble arises from the presence of 
small particles of dirt. The best preventative is to 
keep the strainer and strainer chamber clean. After 
ten hours running, and before every important flight 
the strainer should be cleaned and the strainer chamber 
drained by taking out the plug so marked, Plate 19. 

Carburetor Leaking or "Flooding." 

If leaking or "flooding" occurs, a careful inspection 
should first be made to see whether the leakage is due 
to some plug below the normal gasoline level of the 
carburetor being loose on its gasket; or whether the 
float valve is insecurely seated, allowing the level to 
rise so that the gasoline overflows from the main dis- 

49 



HISPANO — SUIZA 



charge jets. In the latter case the strainer chamber 
should be inspected and drained to remove any dirt, 
and carburetor flushed to wash out any particles on 
the needle valve seat. It may also help, to remove the 
plug beneath the float valve and, with a screw-driver, 
rotate the needle valve within the limits permitted, 
while pressing it up lightly against the seat. If flooding 
persists it will be necessary to remove the carburetor 
from the engine and substitute a new needle valve or 
seat, or both, as required. See that the float is not 
punctured and does not contain any gasoline. The 
level as determined by the float action, should be ap- 
proximately 30 m/m or 1 T V' below the junction of 
the halves of the carburetor. 

To Remove Float Needle Valve. 

Take out float lever fulcrum screw and move float 
forward sufficiently to allow needle to drop down. To 
remove the float needle seat it is first necessary to 
remove the float. Then loosen the set screw which goes 
in from the side of the carburetor, and unscrew needle 
seat with a large screw-driver. NOTE that in replacing 
fulcrum screw a 1 m/m or -^" "thick" hard gasket 
must be used under the head, as otherwise the pin will 
screw in far enough to clamp the float pivot bearing. 

When carburetor halves are separated care should 
be taken that the joint surfaces are not nicked or 
marred, and when assembled a dry paper or composi- 
tion gasket of even thickness should be used. 

To Remove Venturi Tubes, 

To change Venturis, take out the three bolts and two 
cap screws holding the halves of the body together, 
loosen the set screws, holding the Venturis about one 
turn, but do not remove them. Separate the halves 
of the body carefully so as not to bend the two idling 
tubes, remove set screws and take out venturi. 

In replacing the venturi, be sure that the hole for 
the venturi pivot screw registers correctly, and that 

50 



AERONAUTICAL ENGINES 



screw point enters the gap of the locking ring. While 
the carburetor is disassembled be careful that the sur- 
face of the joint is not marred, and when assembled 
be sure that gasket joint between halves is tight and 
secure. 

In changing Venturis the throttles should not be 
disturbed as it might be difficult to replace them 
properly. The Venturis are numbered according to the 
smallest inside diameter in inches. 

Metering Nozzles. 

The metering nozzles are readily accessible from the 
rear of the engine, after the gasoline channel plug has 
been removed. It is advisable to use a screw-driver 
which is a close fit in the slot, to avoid marring the 
nozzle which might affect the fuel discharge. Be sure 
that the gasoline channel plugs are replaced tight on 
the gaskets so that there is no leak. 

Throttle and Altitude Adjustment Controls. 

On Plate 19 it will be found that the throttle lever 
moves through 70° from closed to wide-open position. 
The lever has a V/g" radius from the center of the 
throttle lever stem to the center of the hole in the 
throttle lever. The altitude adjustment moves through 
45° from closed to wide-open position and the lever 
has a 1%" radius from center to center. 

The carburetor is so mounted that all of the control 
connections are made from the rear end of the engine. 
The installation is such that motion longitudinal to 
the crankshaft of the engine is required to operate them. 

Each control should be provided with a ratchet work- 
ing over a toothed sector to hold it in any desired posi- 
tion. All controls should work freely and, at the same 
time, permit a minimum of lost motion. 



51 



AERONAUTICAL ENGINES 

PART V 
IGNITION SYSTEM 

General Description, 

Ignition is furnished by two eight-cylinder magnetos 
firing two spark plugs per cylinder. 

These are mounted at the rear of the crankcase and 
driven at crankshaft speed. The right-hand magneto 
runs anti-clockwise and the left-hand runs clockwise. 

THE DIXIE TYPE 800 MAGNETO 

The Dixie magneto is of the inductor type, the rotat- 
ing member consisting of two pieces of magnetic ma- 
terial separated by a non-magnetic centerpiece. The 
coil is mounted stationary in the arch of the magnets. 
This rotating member constitutes true rotating poles for 
the magneto and rotates in a field structure, composed of 
three laminated field pieces. 

The bearings for the rotating poles are mounted in 
steel housings, which lie against the poles of the magnets. 

When the magnet poles rotate, the magnetic lines of 
force from each magnet pole are carried directly to the 
field pieces. There are no losses by flux reversal in the 
rotating poles, neither are there any revolving windings 
on the rotor. 

With the dust and water protecting casing removed 
the winding can be seen with its core resting on the field 
pole pieces and the primary lead attached to its side. 

An important feature of the high tension winding is 
that the heads are of insulating material, and there is 
not the tendency for the high tension current to jump 
to the side as in the ordinary armature type magneto. 

The high tension current is carried to the distributor 
by means of a brass rod which is molded in the dis- 
tributor rotor, at one end of which is a spring brush 
bearing directly on a plate in the end of the coil. 

The condensor is placed directly in front of the 

53 



HISPANO — SUIZA 



breaker and is instantly removable by taking off the 
breaker cover and removing the two nuts which hold it 
in place. 

The high tension current is generated in the winding 
housed in the arch of the magnets, without the use of a 
special induction coil. Four sparks are produced during 
each revolution of the rotor. 

Care of the Dixie Type 800 Magneto. 

The bearings of the magneto are provided with oil 
cups which should be oiled with a few drops of oil every 
twenty-five hours of engine running. The breaker lever 
should be lubricated every twenty-five hours of engine 
running with a few drops of oil applied with a tooth- 
pick. Three-In-One oil should be used for all the above 
lubricating. 

The proper distance between the platinum points 
when separated should not exceed .5 m/m or .020" or 
1/50 of an inch. A gauge of the proper thickness is 
attached to the wrench furnished with the magneto 
spare parts equipment. 

The platinum contacts should be kept clean and 
properly adjusted. Should the contacts become pitted, 
a fine file should be used to smooth them in order to 
permit them to come into perfect contact. Do not file 
any more than is absolutely necessary. 

The distributor block should be removed occasionally 
and inspected for carbon dust. The inside of the 
distributor block should be cleaned every five hours of 
engine running or before each important flight, with 
a cloth moistened with Three- In-One oil (never use 
gasoline), and wiped dry with a clean cloth. When 
replacing the block, care must be exercised in pushing 
the carbon brush into the socket. 

The magneto should not be tested unless it is com- 
pletely assembled, that is, with the breaker-box, 
distributor cover, and wires in position. 

Whenever the wires leading from the magneto to the 
spark plugs are taken off, observe that they are cor- 

54 



AERONAUTICAL ENGINES 

rectly replaced in relation to the firing order of the 
engine, which is IL-4R-2L-3R-4L-1R-3L-2R. 

Do not pull out the carbon brush in the distributor 
because you think there is not enough tension on the 
small spring. 

Do not forget that the magneto will always work best 
with the spark plug gap set at .5 m/m or .020". These 
should be checked before each important flight or about 
every 10 hours of running. 

Timing or Setting the Magnetos, Models I and E. 

In order to obtain the utmost efficiency from the 
engine, the magneto must be correctly timed to it in 
the following manner: The timing of the magnetos is 
accomplished with the aid of the timing disc which is 
first located by the top center of cylinder 1-L and the 
right-hand magneto is then put in place to fire cylinder 
1-L. Next the left-hand magneto is set to fire cylinder 
1-L also and the two magnetos then synchronized so 
that they fire at the same time. 

To set the magnetos, place the timing disc in position 
and locate the top center on the disc as noted under 
"Finding top center and setting the timing disc." 
Part IX. After the disc is set, turn the engine over until 
No. 1-L cylinder is on the firing stroke and line "M.A. 
1 and 4 Left" on the disc is at zero 64 m/m or 20° 
20" before the top center (for Model "E" 25°). 

The firing stroke may be ascertained by either one 
of the following methods : 

I. Observing whether the exhaust valve is open on 
top center. If the valve is not open, the engine is on 
the firing stroke. If the valve covers are not removed 
put a fmger on the valve through the exhaust port as the 
engine is turned over which will enable the position of 
the valve to be determined. 

II. By placing a finger in the spark plug hole, proceed 
to turn the engine in the direction it rotates until you 
begin to feel the pressure coming against this finger. 

55 



H I S P A N O 



SUIZA 



Then watch the timing disc, still turning the engine in 
the direction of rotation, until the line "M.A. 1 and 4 
Left" on the disc coincides with zero on the scale. See 
Plate 28 and 29. 




Plate 21 
Timing the magneto to the engine. Model I and E 



Remove the distributor and breaker covers of the 
magnetos, and put the right-hand magneto in place with 
the distributor brush on No. 1-L segment with the 
breaker points just commencing to open, or as nearly 
as is possible with the tooth engagement. See Plate 
22. Fasten the magneto in place with two of the four 
cap screws and turn the engine back one-eighth of a 
turn. Next turn the engine slowly in the direction of 
rotation until a cigarette paper placed between the 
breaker points just draws, and note the position of the 
line "M.A. 1 and 4 Left" on the disc with respect to zero. 
If the paper does not draw with the line directly un- 
der zero adjust the magneto coupling until the paper 
will just draw. 

56 



AERONAUTICAL ENGINES 




r-h .sioe 

IAI}N E TO 
RUNS ANThClOCKWISC 
LOOKING AT 
ORiViNG- C NO 



WIRING DIAGRAM OF 
0lXlE*8OO MAGNETOS 

WITH CROSS DRIVE MAGNETO MOUNTIN& - 
Plate 22 
Model I and E 

57 



HIS PANO — SUIZA 



This adjustment is made by removing the cotter pin 
that goes through the coupling and sliding the coupling 
toward the magneto, rotating the magneto armature by 
means of the distributor gear whatever amount is 
necessary. Then let the coupling come back in place. 
Always turn the engine back one-eighth of a turn and 
then in the direction of rotation to remove all the back- 
lash in the magneto driving gears, illustrated in Plate 21. 

After setting the right-hand magneto, put on the 
left-hand one and with line "M.A. 1 and 4 Left" still at 
zero, adjust in the same manner as for the right-hand 
magneto. When both magnetos are set, place paper 
between the breaker points of both and turn the engine 
slowly in the direction of rotation until both papers can 
be drawn. If they do not draw simultaneously re-adjust 
the left-hand magneto coupling until its paper draws 
at the same time as the right-hand one. 

Fasten both magnetos down securely with four cap 
screws apiece. Replace the cotter pins through the 
center of the couplings. 

Check the breaker point openings by the aid of a gage 
No. 11141 and set if necessary so that the points when 
wide open are 5 m/m or .020" apart. Replace the dis- 
tributor and breaker covers, being careful to have the 
distributor brush in position and the distributor path 
clean. 

When a change of magnetos is required, those for re- 
placement may be timed from those already on the 
engine. Turn the engine over until No. 1-L is ready to 
fire, then remove the left-hand magneto and put new 
magneto in place with the distributor brush on No. 1-L 
segment and adjust the coupling until the paper draws 
at the same time as the right-hand one, then remove 
the right-hand magneto and repeat the above operation. 

Wiring of Magnetos and Cylinders. 

It will be noted that all the spark plugs located on the 
intake or inside side of the cylinders are wired to the 
R.H. magneto while the plugs on the exhaust or outside 
are wired to the L.H. magneto. If there is any misfiring, 

58 



AERONAUTICAL ENGINES 



this arrangement makes it very easy to find which side 
has the bad spark plugs by cutting one magneto at a 
time out of operation. If one or the other magnetos 
are cut out while the engine is running, the number of 
revolutions of the engine lost should be the same 
(about 20 r. p. m.). 

The firing order of the engine is 1L-4R-2L-3R- 
4L-1R-3L-2R. 

Caution. 

Do not attempt to crank an engine immediately 
after it has been stopped. An over-heated spark plug or 
red-hot piece of carbon might cause pre-ignition and a 
disastrous back-kick. Always allow it to cool a few 
minutes. 

STARTING MAGNETO 

Description. 

The starting magneto is a small magneto of the same 
construction as the larger magnetos and is used only 
when starting the engine. 

Location. 

This magneto is generally mounted in the cockpit 
of the plane, in easy access of the pilot. 

How the Starting Magneto is Connected. 

One side of the starting magneto is connected to the 
brush in the center of the distributor on one of the 
running magnetos. The other side is grounded to the 
engine to complete the circuit. Plate 22. 

How the Starting Magneto Operates. 

The engine is primed through the pet cocks on the 
intake manifolds and turned over compression on about 
three cylinders, by the propeller. The man turning 
the engine over stands aside and the pilot puts the 

59 



AERONAUTICAL ENGINES 



ignition switch on and turns the starting magneto by 
hand. This throws a shower of sparks into one of the 
running magnetos and is transmitted through the 
carbon brush to the spark plug of the particular 
cylinder the engine happens to be stopped upon. This 
shower of sparks will start the engine, providing the 
mixture is correct in the cylinders and all other things 
properly set. 



Caution. 

A starting magneto will always give a spark when 
turned regardless of the switch position or running 
magneto position. Never turn the starting magneto 
until the man cranking the engine stands away from 
the propeller. 



61 



HISPANO — SUIZA 

PART VI 

LUBRICATION SYSTEM 

We recommend a good mineral oil with the following 
characteristics: 

Flash Point (Open Cup) 465° F. Minimum 

Burning Point 520° F. 

Viscosity (Saybolt) 107—112 at 210° F. 

(Tagliabue) 110-115 at 212° F. 

Specific Gravity .8860 

Cold Test 4.5 C or 40° F. Maxi- 
mum 
Carbon Residue 
Emulsion Test 

Oil Temperature. 

The temperature of the oil should be held, even in 
the hottest weather, below 93° C. or 200° F. under all 
conditions, and is best not to exceed 71° C or 160° F. 

Description of Oiling System. 

The oiling of the engine itself is provided for by a 
positive pressure system. A sliding vane eccentric 
type of pump being mounted vertically directly below 
the rear end of the crankshaft in the lower half of the 
crankcase. It is driven 1.2 times crankshaft speed, by 
the same bevel gear on the crankshaft that drives the 
vertical shafts. 

To assist circulating the oil through the oil radiator 
and reserve oil tank, there is an additional oil pump 
of the gear type. It is located on the magneto support 
bracket at the rear of the engine and driven from an 
extension of the crankshaft. 

Lubrication Circulation in the Engine. 

A vane pump forces oil through a filter provided 
with a removable screen, in the lower half of the crank- 
case, and then through steel tubes cast in the lower 

62 




Oil circulation system-Hispano Suiza Models I and E 
Aeronautical Engine 



AERONAUTICAL ENGINES 

crankcase to three of the main bearings. From these 
bearings the oil enters the hollow crankshaft and is 
distributed to the four crankpins: Proper oil holes 
being provided in the inner connecting rods to dis- 
tribute the oil to the outer connecting rods. It is then 
thrown off in the form of a spray and together with the 
oil thrown from the main bearings by the crankshaft, 
provides lubrication for the cylinders, pistons and 
piston pins. 

The fourth or front main bearing has a by-pass and 
is also provided with an oil lead from the system, which 
takes care of the lubrication of this bearing. Through 
a by-pass around the outside of the bearing it leads to 
tubes running up the front end of each cylinder block. 
Lubrication is provided for the camshafts, camshaft 
bearings, valve tappets, valve stems, vertical shafts, 
vertical shaft bearings and driving gears. As the cam- 
shafts are hollow, the oil is forced into them at the front 
end through the camshaft bearings. 

Lubrication of the cams, valve tappets and valve 
stems is provided for by small holes in each cam, and 
of the remaining camshaft bearings by other small holes 
in the camshaft. 

The excess oil escapes through the other end of the 
camshafts in the form of a stream, and together with 
the oil remaining in the cylinder covers, oils the verti- 
cal shaft bearings and the driving gears before it is 
returned to the crankcase through the vertical shaft 
casing at the rear of the engine. See Oil Circulating 
System, Plate 24. 

How to Connect the Lubrication System. 

The lubrication system can be connected as shown 
in Plate 24. This system is known as the dry-sump 
system. The. only oil in the lower half of the crank- 
case when the engine is running is that held in suspen- 
sion. There is no oil in the lower half of the crankcase 
when the engine is not running. 

If the oiling system is connected as in Plate 24, the 

63 



H I S P A N O 



SUIZA 



#111* 




Plate 25 
Removing oil pressure relief valve body. Model I and E 

following is the manner in which the engine is lubricated 
and the oil circulated: 

Sufficient oil is kept in the system by keeping the 
oil tank filled. The oil tank can be located in the 
pilot's or observer's cockpit, although it does not neces- 
sarily have to be so located. If sufficient room is 
available it can be located somewhere near the engine. 

The filling of the oil tank is done through a filler 
cap located on its top. The oil is taken from the bottom 
center of the oil tank by the sliding vane eccentric oil 
pump located in the rear of the lower half of the crank- 
case, a strainer being placed over the exposed end of 
the pipe to keep any foreign matter from going into 
the oil pump. See Plate 24. The circulation of the 
oil through the engine has just been described under 
"Lubrication Circulation in the Engine." 

Oil Radiator, if One is Used. 

The oil radiator should be made of thin section not 



64 



AERONAUTICAL ENGINES 






its a? 




Plate 26 
Removing oil pressure relief valve plunger. Model I and E 



over one inch in thickness, with very thin ribbed 
sections. 

At the connections where the oil enters and leaves 
the oil radiator, there should be raised places in the tank 
in order to give the oil a chance to spread over the com- 
plete radiator and again get back into the exit pipe 
without getting excessive pressure in the tank. 

Aside from the thickness, the other dimensions of the 
oil radiator can be of any size, sufficient for cooling 
the oil, and suitable to the plane manufacturer. 

65 



HISPA NO — SUIZA 



Always remember the temperature of the oil, even 
in the hottest weather, should never exceed 93° C or 
200° F and is still better if it does not exceed 71° C or 
160° F. 

The oil radiator should be so placed on a plane that 
a draught of air strikes it thus cooling the oil. 

Gear Oil Pump, 

The oil is drawn from the oil radiator or bottom of 
the crankcase by the gear oil pump located at the rear 
of the engine. 

Passing through the gear oil pump the oil is delivered 
into the oil tank. The oil is then recirculated as above 
stated. The oil tank must have an opening to the air 
through a small vent in the top of the tank, having 
a proper check valve. 

Oil Consumption. 

Before each flight, be sure of the level of the oil in 
the oil tank. 

Always allow three (3) litres (about three (3) quarts) 
of oil for every hour the engine is run wide open. 

Oil Pressure Relief Valve. 

Each engine is equipped with an oil pressure relief 
valve which is located on the left-hand side of the lower 
half of the crankcase at the rear of the engine. This 
is made non-adjustable, as will be seen by Plate 51 
which is an enlarged view of this valve. The spring 
length is made so that the plunger 11531 will release 
the oil at from 50 to 75 lbs. per sq. inch pressure with 
an oil temperature of 150° F. and crankshaft speed of 
1450 r. p. m. 

It is sometimes found that some foreign substance 
may get under the seat of the oil valve and the oil 
pressure will drop. The valve can be removed and 
cleaned by removing the oil pressure body 11529. See 
Plates 25 and 26. 



66 



AERONAUTICAL ENGINES 

PART VII 
WATER CIRCULATING SYSTEM 

Kind of Water Pump. 

Water circulation is provided for by a centrifugal 
pump with two discharge outlets mounted directly 
below the oil pump and driven from its shaft at 1.20 
engine speed. A rubber hose runs from each outlet to 
each of the cylinder blocks, the water entering each 
block at one end and escaping at the opposite. See 
Plate 27. 

Capacity of Water Pump. 

The water pump handles 100 litres (26.50 gallons) 
per minute at 1450 r. p. m. of the engine. 

Water Temperatures. 

The desirable temperature of the water outlet 
is 38°C— 100°F and the inlet water 10°C— 20°F. 
lower to obtain the best engine efficiency. It may 
sometimes happen that for short durations or in a very 
hot climate that the outlet temperature may rise to 
88°C or 190°F. 

Capacity of Cylinder Water Jackets. 

The capacity of the cylinder water jackets is (18J^ 
Kilograms) 41 lbs. or about 4.9 gallons (183^ litres). 

Water Radiator. 

The capacity of the radiator varies with the different 
radiators, but the front area should be sufficient to 
maintain the above water temperatures. The radiator 
should be fitted with adjustable shutters or an equiva- 
lent method of maintaining these temperatures in cold 
weather or at high altitudes, especially while taking 
long glides or nose dives. 

67 



HISPANO — SUIZA 



AU194-C 



AT-960A 




A-I0376-A 



RIVET-A II322-A 



A-10374 C 



Plate 27 
Water pump disassembled. Model A, I and E 



AERONAUTICAL ENGINES 

PART VIII 

GASOLINE SYSTEM 

Kind of Gasoline to Use. 

Gasoline of about 58° Baume is recommended. 

Location of Gasoline Tank for Gravity Feed. 

The Gasoline tank may be placed in any convenient 
location, but if gravity feed is used, should be so ar- 
ranged to give 1 to 2 pounds head at the carburetor for 
any position of the machine in flight. 

Caution — Filling the Gasoline Tank. 

In filling the tank always pour the gasoline through a 
chamois skin to free it from water and other impurities. 

Gasoline Pressure System. 

An air pressure pump is provided on the left cylinder 
cover, which is operated by one of the cams. If this 
pump is used to keep pressure on the gasoline, a relief 
valve should be placed in the line in order to maintain a 
pressure of not over 2 lbs. at the carburetor. The relief 
valve should be designed so that it can be adjusted 
during flight to correct for difference in altitude. 

When a pressure system is used, always make sure 
there is pressure in the tank before trying to start the 
engine. This initial pressure is obtained by a hand 
pump, there being a gauge on the dash to register the 
amount of pressure. 

Gasoline Vacuum System. 

A vacuum system may be used to draw the gasoline 
from the main tank to an auxiliary tank. The gaso- 
line feeding from the auxiliary tank to the carburetor 
by gravity. For the location of the gravity feed tank 
follow the instruction above under that topic. 

69 



HISPA NO — SUIZA 



The vacuum is generally derived by placing a com- 
pound venturi in the draught of the propeller and 
taking a lead from its throat to the main gasoline tank. 
Always of course placing a check valve in the line and 
having a branch line going to the auxiliary gasoline 
tank. 

Installation of Gasoline Line. 

The gasoline line from the tank to the carburetor may 
be of copper tubing, but should have a rubber hose con- 
nection at the carburetor of at least 12 inches in length. 
This is a necessary precaution to prevent the vibration 
and weaving of the plane from breaking the copper 
tubing. 

Size of Gasoline Line. 

The gasoline line should be of sufficient size to allow 
113 litres or 30 gallons of gasoline under 2 lbs. pressure 
of 4 foot head, to flow through it in one hour. 



70 



AERONAUTICAL ENGINES 

PART IX 

VALVE TIMING 



Crankshaft 
Length of arc taken in diameters of Timing in 
360 m/m (14.17") 200 m/m (7.87"*) Degrees 
Intake opens after top center 32 m/m (1.25") 18 m/m (.708") 10° 

Intake closes after bottom center 158 m/m (6.22") 88 m/m (3.46") 50° 

Exhaust opens before bottom center 144 m/m (5.66") 80 m/m (3.14") 45° 

Exhaust closes after top center 32 m/m (1.25") 18 m/m (.708") 10° 

Spark advance before top center 64 m/m (2.51") 36 m/m (1.41") 20°-20" 

*200 m/m (7.87") is the diameter of the propeller hub flange. 

Valve Timing. 

The timing of a Hispano-Suiza engine may be sub- 
divided into four separate and distinct operations. The 
first step is to attach the timing disc and set it to cor- 
respond with the top center of Cylinder No. 1 Left. The 
second step is to time or set the cam shafts themselves. 
The third to set the valve tappet clearance. The 
fourth to check the timing of the valves. The left-hand 
camshaft is set first, by the opening of the inlet valve in 
Cylinder No. 1, the engine then turned a quarter turn in 
the direction of rotation and the right-hand camshaft 
set by the opening of the inlet in Cylinder No. 4. 

If no timing disc is available for the first operation, 
the timing in Plate 29 can be duplicated on a piece 
of sheet metal or card-board 360 m/m in diameter from 
the above table. Remove the propeller from the hub 
and place this disc in position against the flange and 
replace the propeller. A scale should be made of sheet 
metal and fastened under the vent plugs as shown. 
Plate 28. This table also gives the timing in m/m for 
the propeller hub diameter and in degrees for whatever 
diameter disc that might be used on the crankshaft. 

/. Preparations for Timing the Engine. 

Place the timing disc and hub on the propeller hub 
taper, lock it in place with hub nut and attach the 
indicating scale as shown in Plate 28. 



71 



H 



S P A N O 



SUIZA 




Plate 28 
Finding top center. Model A, I and E 

Finding Top Center and Setting the Timing Disc. 

Remove all the outside spark plugs, which allows the 
engine to be readily turned over by hand, and with the 
timing disc in position turn the engine slowly in the 
direction of rotation until the piston in Cylinder No.l-L 
is on top center. This may be ascertained by placing 
the little finger through the spark plug hole and observ- 
ing when the piston just ceases to move upward. 
Plate 28. With the piston on top center, loosen the 
locking nuts holding the disc, rotate the disc on the 
propeller hub (the holes holding it to the propeller hub 
being slotted), until the line marked "T. C. 1 and 4 left" 
is directly under zero on the scale, then lock the disc in 
position. See Plates 28 and 29. 



72 



AERONAUTICAL ENGINES 




Plate 29 
Timing disc. Model A, I and E 

A more accurate method of determining top center 
is by the use of a top center indicator which fits in the 
spark plug hole having an indicator which gives the 
location of the piston. This can be furnished by the 
Wright-Martin Aircraft Corporation. The tool num- 
ber is No. T-A-12066-E-2. 

You are now sure that when the mark, "T. C, 1 and 
4 Left" on the timing disc is brought to the center of 
the scale which is fastened on the vent plug that the 
piston on No. 1 left cylinder is at top center. 

//. Timing or Setting the Camshafts. 

After the engine has been reassembled it is necessary 
to set or retime the camshafts. Turn the engine, 



73 



H I S P A N O 



SUIZA 



Spark advance. Model E,'25° 

TOP DEAD CENTER 



SPARK ADVANCE 

Z0'-2Q' BEFORE TOP 

DEAD CENTER 



NLET - OPEN5)ioVter TOP 
EXHAU5T-CL0SE5>DEA0 CENTER 




INLET CL05E5 50 
AFTER BOTTOM DEAD CENTER 



EXHAU5T 0PEN5 45' 
BEFORE BOTTOM DEAD CENTER 



BOTTOM DEAD CENTER 



Plate 30 
Valve and magneto timing. Model A, I and E 

always, in the direction it runs, by the club on the 
timing disc. The engine being on top center on No. 1 
left continue to turn the engine until the disc is 32 m/m 
past center or 10°, this is the position of the crankshaft 
when the inlet valve opens and the exhaust valve closes. 
The camshaft can now be mounted, when the engine 
crankshaft is in this position. In putting the camshaft 
in place with its gear attached, place it so that the 
closing of the exhaust cam and opening of the inlet 
cam, or the top, faces of the cams are parallel in relation 
to the valve tappets of cylinder 1-L, that is the noses 
of the cams pointing upward. See Plate 33. Tighten 
the six nuts A-T-948-A on the three camshaft bearings 
securely as a slight looseness will cause a considerable 
variation in timing. 



74 



AERONAUTICAL ENGINES 




tc^!i°^2!^v 0/v 







INLET CAM 




Plate 31 
Position of cams when piston is at the top (firing) center. Model A, I and E 



75 



HISPANO — SUIZA 

///. Setting the Valve Tappet Clearance. 

Adjust the clearance between the back of the cams 
and the valve tappets A-9615-B to 2 m/m— .708". 
See Plate 32. The clearance is readily set by the aid of 
Wrench No. 12028, which is to be found in the tool box. 
The wrench fits into holes in the edge of both the 
tappets and their locking washers. This wrench allows 
the tappets to be screwed up or down in their respective 
valve stems, thus varying the clearances. 

IV. Checking the Timing of the Valves. 

Bring the timing disc slowly backward, turning the 
crankshaft in the opposite direction from which it runs, 
place a cigarette paper between the inlet and exhaust 
cams and their respective tappets, then gently rotate 
the engine forward (or in the direction it runs), feeling 
the paper under the exhaust cam which should free 
(exhaust valve close) 32 m/m or 10° after the top dead 
center, while at the same time the paper under the 
inlet cam should begin to tighten (inlet valve open). 

If the paper under the exhaust cam does not free 
until the disc is 15 m/m 4.7° after top center it is said 
to close early. 

If it does not free until the disc is 50 m/m 15.9° after 
top center it is said to close late. 

If the paper under the inlet cam tightens when the 
disc is 15 m/m 4.7° after top center it is said to open 
early. 

If it does not tighten until the disc is 50 m/m 15.9° 
after top center it is said to open late. 

Any one of these variations will cause loss of power, 
perhaps over-heating, and countless other troubles. 

If the timing is late or early as the case may be, and 
it is "off" 2° (6.28 m/m) or more on the crankshaft 
timing, it will be necessary to change the setting of the 
camshaft in order to get the timing more accurate. 

Provisions for Adjusting the Camshaft. 

Special provisions have been made for correcting 
the timing in the design of the camshaft drive. The 

76 



AERONAUTICAL ENGINES 




77 



H I S P A N O 



SUIZA 




Plate 33 

Raising or lowering vertical shaft casing in order to raise the vertical shaft and 

bearing for timing. Model A, I and E 



vertical shaft is driven from the gear at its lower end 
by a screw-driver type of joint, the tongue of which is so 
located in respect to the teeth of the upper gear that 
a change of one half a turn of the vertical shaft gives a 
change in timing equivalent to one-half a tooth of 
the camshaft gear. The camshaft itself is driven from 
its gear by a key placed in one of the five keyways pro- 
vided in the camshaft. By changing the key one key- 
way, a change in the timing is made equivalent to 1/5 
of a tooth of the camshaft gear. 

The timing can be corrected by making whichever 
one of the following changes is necessary, after first 
setting the line on the timing disc marked "E.C — I.O. 
1 and 4 Left" at zero on the scale. 



7S 



AERONAUTICAL ENGINES 




Plate 34 
Adjusting the vertical shaft after it has been raised. Model A, I and E 



If the timing is "late" advance, and "early" retard 
the camshaft. See Plates 31 and 36. 

a. If the camshaft is 20° or 62.8 m/m "late" or 
"early" on the timing disc or crankshaft timing, 
change the mesh of the camshaft gear with the vertical 
shaft gear one tooth by raising the camshaft, turning 
the gear one tooth and replacing the shaft with the 
inlet and exhaust cams of No. 1-L parallel to their 
respective tappets, Plates 32 and 30. Turn the engine 
back a quarter of a turn and then slowly in the direc- 
tion of rotation to check opening as originally done. 
Plate 28. 

b. If the camshaft is 10° 31.4 m/m "late" or "early" 
on the timing disc or crankshaft timing, remove the 
camshaft, back off the vertical shaft tube nut No. 11497, 
raise the vertical shaft by prying gently under its upper 






79 



HISPANO — SU 



Z A 




Plate 35 

Adjusting the camshaft and camshaft gear with the vertical shaft gear. 

Model A. I and E 

bearing with two screw-drivers and turn it one half a 
turn. Tap the shaft down into position with a block of 
hard wood, tighten the shaft tube nut and replace the 
camshaft with the inlet and exhaust cams of No. 1-L 
parallel to their respective tappets. Turn the engine 
back a quarter of a turn and then slowly in the direc- 
tion of rotation to check opening as originally done. 
Plates 33, 34, 35 and 31. 

c. For 4° 12.56 m/m remove the camshaft nut 
No. 10729, then remove camshaft and drive off the gear 
No. 9638 by holding the shaft by the first bearing and 
tapping on the threaded end of the shaft with a fibre 
hammer. If the opening occurs before the line "I. O, 1 
and 4 Left" has reached zero "early," put the key in the 
next keyway to the left or in the next keyway to the right 
if the opening occurs after the line has passed zero 



80 



AERONAUTICAL ENGINES 




Plate 36 
Adjusting the camshaft gear on the camshaft 



"late." Replace the gear and put the camshaft in posi- 
tion with the No. 1-L inlet and exhaust cams parallel to 
their respective tappets. With the shaft in position, 
tighten and cotter pin the gear nut. Turn the engine 
clockwise for quarter of a turn and then slowly anti- 
clockwise to check the opening as originally done. See 
Plates 35 and 31. 

d. For 2° 6.28 m/m remove the camshaft gear nut 
No. 10729, remove the camshaft and drive-off gear 
No. 9638. If the opening occurs before the line "I.O, 1 
and 4 Left" reaches zero ("early"), put the key in the 
second keyway to the left or in the second keyway to the 
right if the line has passed zero (late). Replace the gear 
and the nut. Next raise the vertical shaft, turn in one- 
half a turn and replace as for 10°. Replace the cam- 
shaft, with the No. 1-L inlet and exhaust cams parallel 
to their tappets, then tighten and cotter the gear nut. 
Turn the engine back for a quarter of a turn and then 

81 



H I S P A N O 



S UF I Z A 



RIGHT-HAND SIDE OF ENGINE 















o r 

w 


I v 1R ) 


( 2R ) 


( 3R ) 


V 4R J 




fa 












o 










w 




3V 


^/4\ 




^^i 


g 

3 




4 / 








h 


Q / 










o 


* 










K 


w 










< 


w 


I ( 1L ) 


m) 


C 3 


v 4L y 




w <- 












cu 



























1 


a 


^1 


3 





LEFT-HAND SIDE OF ENGINE 

Plate 37 



TIMING DIAGRAM 

slowly in the direction of rotation to check the opening 
as originally done. See Plates 35, 34 and 31. 

After setting the left-hand camshaft, place the line 
marked "E. C. I. O, 1 and 4 Left" directly under zero, 
being sure that the inlet valve is just commencing to 
open. Turn the engine in the direction of rotation 
exactly one-quarter of a turn until "E. C. I. O. 1 and 4 
Right" is directly under zero and then proceed to set 
the right camshaft by following the preceding instruc- 
tions. 

When the correct timing has been secured be sure 
all the hold-down nuts are tight and cottered as well 
as the camshaft gear nut. Oil the cams and tappets 
liberally and replace the valve covers, being careful 
that the gaskets are in good condition. 

The intake opening and exhaust closing of the 4th 
cylinder, right block, should begin 34 of a revolution 
or 90° of the crankshaft after the intake opening and 
exhaust closing on 1-L cylinder. 

The firing order is 1-L-4R-2L-3R-4L-1R-3L-2R. 

82 



AERONAUTICAL ENGINES 



Timing the Camshafts When Cylinders Only are 
Removed. 

The Cylinders only having' been removed for the 
purpose of grinding the valves, or the mesh of the lower 
vertical shaft gears having not been changed with the 
crankshaft gear, the camshaft can be retimed by 
proper meshing the camshaft gear with the upper 
vertical shaft gear. Making sure the screw-driver 
joint is not a half turn off. In other words it will be un- 
necessary to change the camshaft gear on the camshaft 
keyways, unless the engine has been completely dis- 
assembled. 

Caution: Do not lift the cylinder blocks to reset 
the vertical shafts. 

Table of Advancing and Retarding the Timing of 
the Camshafts. 

To advance the camshaft timing, rotate the gear 
on the camshaft clockwise, and anti-clockwise for 
retard, see Plate 31. This is standing at the rear of the 
engine looking toward the propeller end. The following 
combinations for timing the Hispano-Suiza camshafts 
can be obtained. It is given both in degrees and m/m 
on the crankshaft. 

Degrees on m/m on 360 m/m 

Timing Disc Timing Disc on 

on Crankshaft Crankshaft 

2 deg. 6.28 m/m 3 keyways and Y turn ver- 

tical shaft 
4 " 12.56 m/m 1 keyway 

6 18.84 m/m 4 keyways and ^ turn ver- 

tical shaft 
8 25.12 m/m 2 keyways 

10 " 31.4 m/m Y revolution of vertical 

shaft 
12 " 37.68 m/m 3 keyways 

14 43.96 m/m 1 keyway and Yi revolution 

of vertical shaft 
16 " 50.24 m/m 1 tooth less 3 keyway and 

Yi turn of vertical shaft 
20 62.8 m/m 1 tooth of camshaft gear 

40 125.6 m/m 2 teeth of camshaft gear 

83 



HISPANO — SUIZA 

Revolution of vertical shaft means shifting the verti- 
cal shaft in the screw-driver joint. 

Keyway means shifting the camshaft gear one (1) 
keyway on the camshaft. 

Tooth means shifting the camshaft gear one (1) tooth 
on the vertical shaft gear. 

Camshaft Regulations. 

One revolution of the crankshaft causes J^ revolu- 
tion of the camshaft, hence 2 degrees on the former 
equals 1 degree on the latter. 

1 degree on 360 m/m disc equals 3.14 m/m on 
periphery, or .123" (approximately y 8 ") [^rj = 

10 degrees on camshaft or 20 degrees 62.8 m/m on 
propeller hub or crankshaft. 

One tooth on camshaft gear equals 20 degrees 62.8 
m/m on the crankshaft. 

One-half revolution of the vertical shaft divides one 
tooth in two =10 degrees 31.4 m/m on the crank- 
shaft. 

One keyway equals ff^pj=7 1/5 teeth (drop the 
seven as instinct and we have) 1/5 tooth = 4 degrees, 
12.56 m/m on crankshaft. 

A slight inaccuracy in the spacing of the keyway will 
make a slight difference for which no rules can be writ- 
ten. 

One tooth equals 20 degrees. % turn of vertical 
shaft equals 10 degrees. One keyway equals 4 degrees. 
12.56 m/m. From this, the table on page 83 was derived. 



84 



AERONAUTICAL ENGINES 

PART X 
STARTING SYSTEM 



Kind of Starter and How Mounted. 

If an electric motor generator or air starter is to be 
attached to the Model I Hispano-Suiza Engine, it can 
be done by removing the magneto support oil pump 
assembly 11882 and bolting an appropriate bracket in 
place of it. 

If a starter together with a long-distance wireless 
outfit is desired, such as in dirigible work, an electric 
single unit motor generator system can be used as the 
wireless connection on the magneto is only good for 
approximately a five-mile radius. 

How Starter is Driven. 

When the starter is mounted in the above manner 
it is driven from a shaft one end of which is driven from 
the crankshaft, the other driving the starter direct or 




Plate 38 
Hand-starting crank together with starting magneto geared to it. Model A, I and E 

85 



HISPANO — SUIZA 




105*8 



m ) ,/ 



10392 
AT-I094-A 



055b 




Plate 39 
Hand-starting crank disassembled. Model A and I 

by silent chain. When driven direct the starter, either 
air or electric, can be bolted direct on the generator 
drive support, but when driven by silent chain it is 
mounted on a support or bracket in the fuselage. 

Instructions. 

Instructions for the care and operation of starters 
other than the hand starter will be furnished by the 
particular company manufacturing them. 



86 



AERONAUTICAL ENGINES 



Hand- Starting Crank. 

Some engines used in seaplanes of the pusher type 
are equipped with a geared-down hand crank starting 
device. Thus equipped they are geared up to a small 
starting magneto which gives a hot spark at low engine 
speeds for starting. The starting crank itself is geared 
down to the engine to facilitate easy cranking as will 
be seen in Plates 39 and 40. 



87 



HISPANO — SUIZA 

PART XI 

PRECAUTIONS TO TAKE UNDER FREEZING 
CONDITIONS 

Starting an Engine in Cold Weather. 

In starting an engine in cold weather never load it 
immediately after starting. Allow it to operate at 
partly closed throttle or about 800 r. p. m. In extreme 
cold weather, we advise stopping it after three or four 
minutes' operation and waiting a little time until the 
heat communicates to all parts of the engine. 

Precautions to Take When Stopping the Engine. 

In order to facilitate starting in the morning and 
freeing (ungumming) the rings, especially if castor oil 
is used as a lubricant, we advise giving, while the engine 
is still hot, after the previous run, several shots of 
kerosene through the petcocks of the inlet manifolds and 
turning the propeller over several times. 

Anti-Freezing Solutions. 

During freezing weather, fill the water circulation 
system with one of the following anti-freezing solutions : 
For a temperature not lower than five degrees above 
zero : 

Alcohol 12 per cent 
Glycerine 12 " " 
Water 76 " " 

For a temperature not lower than five degrees below 
zero: 

Alcohol 15 per cent 
Glycerine 15 ". " 
Water 70 " " 

For a temperature not lower than fifteen degrees 
below zero: 

Alcohol 17 per cent 
Glycerine 17 " " 
Water 66 " " 

Alcohol should be added occasionally to make up for 
evaporation. The glycerine does not evaporate with 



AERONAUTICAL ENGINES 

the water. A simple solution of alcohol, while it is not 
injurious in any way, lowers the boiling point of the 
water. 

The boiling point of denatured alcohol is about 10 
degrees higher than that of wood alcohol. 

The use of glycerine raises the boiling point of the 
solution. It is more expensive than alcohol and is 
slightly injurious to rubber. 

All things considered, a combination solution of 
alcohol and glycerine in water is the most satisfactory. 

Do not use any alkaline or calcium chloride solutions; 
they are injurious to the metal parts. 



89 



- 



HISPANO — SUIZA 



PART XII 
RECOMMENDATIONS FOR ATTACHING 
PROPELLERS 
How to Place the Hub in the Propeller. 

In placing a propeller hub in a propeller, always put 
the keyway of the hub in the axis of the blades, as in 
Plate 40. Starting the engine by cranking is facilitated 
if the propeller is keyed in this position for "carrying 
over compression." Moreover, this recommendation 
is of vital importance since this position has been 
adopted for adjustment of the layout for firing the 
machine gun through the path of the propeller. 

Fit of Hub in Propeller. 

The hub should be a light press fit in the propeller. 
Hubs can be pressed in the propeller with an arbour 
press. If no arbour press is available, we suggest that 
the hubs be pressed into the propeller by using a large 
bolt and two blocks with holes drilled in their centre 
for the bolt. Place the bolt through the centre of the 
hub and through the centre of the propeller also through 
the blocks with a block on each end of the bolt. See that 
the blocks rest so as to bring the strain directly over 
the sleeve portion of the hub. Draw down on the 
block by turning the nut on the bolt. Hubs should not 
be driven into propellers or removed with a hammer 
or mallet, as there is danger of splitting the propeller. 

Mounting the Propeller on the Crankshaft. 

The mounting of the hub on the taper of the crank- 
shaft requires very particular precautions; the hub 
supplied with each engine has been fitted to its taper 
by lapping with emery and oil while the key is removed. 
The hub and crankshaft taper is then thoroughly 
cleaned and the key replaced, making sure to lubricate 
the taper and hub with tallow or oil and graphite. 
This operation should be strictly adhered to each time 
a new hub or one that shows wear is placed on the crank- 
shaft; always remembering that a bad fit rapidly 
develops play and if run in this condition will do great 
damage. 

90 



AERONAUTICAL ENGINES 




Showing the location of the keyway in the propeller hub in relation to the 
propeller blades 

Tightening the Propeller Huh Nuts. 

There is one inner propeller hub nut 11913, and one 
outer propeller hub nut 11914 holding the propeller 
hub 11910 on the crankshaft, they being locked to- 
gether with a lock wire 11397. 

To fasten the hub 11910 on the crankshaft taper: 

1st. Insert the inner nut 11913 in the outer nut 
11914, so that both have their hexagon heads at the 
same end. 

2d. The thread on the outside of the outer nut fits 
the thread on the inside of the hub, screw the nut into 
the hub while the inner nut is still in the outer nut. 
This can be screwed all the way in until it bottoms and 
then backed off about three or four threads. 

3d. Place the hub on the crankshaft taper and 
start the inner nut on the thread on the end of the 



91 



H I S P A N O 



SUIZA 




Plate 41 
Checking track of propeller. Model A, I and E 



92 



AERONAUTICAL ENGINES 



crankshaft by the aid of the wrench 11439, which is 
found in the tool equipment; pull the nut 11913 
"home;" this draws the hub on the crankshaft taper. 
4th. After the hub is drawn on the taper, the inner 
nut is locked in place by drawing up the outer nut, the 
nuts are then locked together by the lock spring wire 
11397, and the operation is completed. (See Plates 
53 and 54.) 

Proper Balance. 

A faulty balance or fluttering of the propeller always 
causes vibration. As soon as this condition is encoun- 
tered, correct the balance with care and also the pitch 
(because it happens that wood warps). Plate 41 shows 
the method of doing this operation. 



HISPANO — SUIZA 

PART XIII 

MACHINE-GUN FIRING MECHANISM 

The machine-gun firing mechanism or interrupter 
driving mechanism is driven from either the left or 
right lower vertical shaft. It is driven by a gear 
which is pinned to the lower vertical shaft gear. 

The interrupter shaft is mounted on two ball bear- 
ings and driven at crankshaft speed. Plate 42. 

The synchronizing of the interrupter with the pro- 
peller is facilitated by the double flange connection 
which bolts it to the driving shaft. One flange having 
one less bolt hole than the other. 

The firing mechanism should be set so that the 
bullet would just miss the trailing edge of the propeller 
by about one-half an inch (if gun was loaded) when 
the engine is turned over by hand. 

Test synchronization by cocking the gun and turn- 
ing the engine over slowly by hand; stop when firing 
hammer clicks. 

Sight down the gun to see if the trailing edge of the 
propeller has passed the end of the gun; this should 
not pass the gun by less than one-half an inch or more 
than two inches. 



94 



ENGINE MANUFACTURER 
FURNISHES YOKE END 
IN PLACE WITM^'PIN, 
AND COTTER 




'■, I^OF CRANKSHAFT 



Plate 42 

Machine gun firing or interrupter drive. Can be attached to left or right side 
of Model E or 1 engine 



AERONAUTICAL ENGINES 
MEMORANDUM 



95 



HISPANO — SUIZA 

PART XIV 

ADJUSTMENTS 

Valve Tappet and Cam Clearance. 

The clearance between the valve tappets and the 
cams should be 2 m/m (.0787"). It is important to 
check this clearance from time to time and correct it, 
if it varies, using special wrench No. 12028 and the 
gauge No. 11141, supplied for the purpose in the tool 
equipment. See Plate 60. 

Oil and Water Pump Packing Nuts. 

By unscrewing set screw B-754 the oil pump packing 
nut A-10380-A can be tightened when the pump is 
found to leak. The same can be done with the water 
pump packing nut 11682 using flat lamp wick packing 
to repack. See Plate 43. 

Inlet Manifold and Vertical Shaft Packing Nuts. 

Packing nuts A-10357-A on the vertical shaft housing 
11678 can be tightened if found to leak. If this does 



A-I0380-A 




11682 



Plate 43 
Adjusting oil and water-pump packing nuts. Model A, I and E 

96 



AERONAUTICAL ENGINES 



not hold the oil, unscrew the nuts and repack with 
lamp wick packing of flat section. The same can be 
done with the inlet manifold and tee packing nut 
A-10432-A as well as the oil tubes at the front of the 
cylinder at packing nuts A-T-990-A. Use wrench No. 
11150. 

Magneto Breaker, 

The magneto breaker should be looked at from time 
to time to see if it is breaking the proper distance, 
which is .020". This can be re-adjusted by a special 
wrench furnished with the magneto spare parts. 



97 



HISPANO — SUIZA 

PART XV 
OPERATION 

Starting the Engine when Cold. 

In starting the engine cold, it is best to prime the 
engine through the petcocks on the intake pipes. If 
the engine is warm no priming should be used. 

Setting of the Throttle and Altitude Controls for 
Starting. 

The engine is controlled by gas throttle and is found to 
start best with a very small opening. The throttle lever 
should be about 5 m/m ■£$" from the stop screw. The 
throttle lever is connected to an operating lever in the 
pilot's cockpit. The second control lever on the carbu- 
retor is designed to correct the variations in carburetion 
required at the different altitudes where the engine 
is to operate and is also connected to an operating lever 
in the pilot's cockpit. For starting, and until the en- 
gine is warmed up, the altitude-control lever should be 
in the rich or all the way forward position. After the 
engine is warmed up, the control can be moved toward 
the lean position until the maximum r. p. m. of the 
engine is obtained. This adjustment will generally be 
found satisfactory up to 1000 meters (3280 feet). 
Above that, it is necessary to make corrections, always, 
of course, determined by the revolution counter. As 
the altitude is increased it will be found necessary to 
move the lever back or in the lean position. 

Location of Starting Magneto. 

The starting magneto, when there is one used, is 
conveniently located in the pilot's cockpit, unless the 
engine is equipped with a hand-starting crank. 

Air Pressure in Gasoline Tank. 

Before trying to start the engine, make sure there is 
pressure in the gasoline tank, if a pressure system is 
used. This being done, place the throttle and altitude- 

98 



AERONAUTICAL ENGINES 



control levers in the starting positions and prime the 
intake manifold as mentioned above, then, with the 
ignition switch "off" position, turn the engine over two 
or three times with the propeller, put the ignition switch 
"on" and turn the stating magneto, the engine should 
start. If it does not start, repeat the operation. 

Kind of Propeller. 

The engine should be fitted with a suitable propeller 
to give from 1350 to 1400 r. p. m. on the ground or sea 
level when the engine is wide open. 

Difference in Engine Speed. 

Each machine should be tested in flight to determine 
the difference between the speed in the air and on the 
ground. The difference may vary from 50 to 300 r. p. m. 
It will also be noticed that during a very steep climb 
of short duration, or a very short turn or bank the 
engine will be temporarily over-loaded, causing a 
slight decrease in the number of r. p. m. but will re- 
cover itself as soon as it regains normal flight. 



99 



HISPANO — SUIZA 

PART XVI 

INSTRUCTIONS FOR STARTING THE ENGINE 

Block the wheels of the plane securely. 

Setting the Throttle. 

For starting the engine the throttle lever should 
never be opened more than 5 m/m or 3^" from the 
stop screw. 

Setting the Altitude Control. 

Place the altitude control lever in the forward or rich 
position. 

Priming the Engine. 

Prime the engine by injecting a small quantity of 
gasoline (in cold weather use half ether and half gaso- 
line) through the four priming cocks on the intake mani- 
folds. 

Cranking the Engine. 

As soon as the engine is primed and with the igni- 
tion switch still "017" turn the engine over compression 
on about three cylinders by the propeller. The man 
turning the engine over stands aside and the pilot turns 
the ignition switch "on" and then turns the starting 
magneto by hand. This should start the engine, pro- 
viding everything is properly adjusted. 

If any trouble is encountered with any particular 
part of the engine, look under the topic in which this 
part is described in the "Instruction Book." 

As Soon as the Engine is Started. 

Leave the throttle in approximately the starting 
position and allow the engine to run at idling speed 
(about 800 r. p. m.) for a few minutes or until it is 
thoroughly warmed up. 

100 



AERONAUTICAL ENGINES 

Things to Observe After Starting the Engine. 

Oil Pressure Gauge. 

Gasoline Air Pressure Gauge. 

Water circulation by Moto-Meter temperature. 

Operation of the Magnetos by trying each separately. 

After the Engine is "Warmed Up." 

The altitude-control lever should be moved back or 
towards the lean position until the maximum r. p. m. 
of the engine is obtained. 

Caution: Do not attempt to crank an engine 
immediately after it has been stopped. An over- 
heated spark plug or red-hot piece of carbon might 
cause pre-ignition and a disastrous back-kick. Always 
allow it to cool a few minutes. 



101 



HISPANO — SUIZA 

PART XVII 
DISASSEMBLY 

To Remove the Engine from the Plane, Proceed 
in the Following Manner: 

Take off propeller and hub assembly, see Plates 53 
and 54. Drain the water from the radiator and engine 
by removing the drain plug 11938 in the lower half 
of the water pump. 

In most cases it is necessary to remove the radiator 
before lifting the engine. 

Be sure that all connecting members are removed, 
such as: Tachometer shaft, gun-firing attachments; 
carburetor control rods; gasoline air pump line; oil 
and water connections; magneto wires, etc. Be sure 
all of the oil is drained from the sump. 

If a gun is mounted over the engine it should be 
removed before proceeding to remove the engine. 

Remove engine bed bolts and lift engine. See that 
the slings which are used on the engine do not put 
any strain on the light members of the engine. The 
weight of the engine should be carried as in Plate 2. 

Place the engine on a suitable stand. The engine bed 
should be bolted down with two bolts if the stand is 
to be tipped, in order to make cylinder block stand 
perpendicular. 

Remove carburetor and manifold tee as one. Loosen 
four nuts at the flange on the end of the tee A-10428-C 
and back of the union nut A-10432-A of the detachable 
flange inlet pipe. It is not necessary to take the nuts 
off. Shake tee from side to side and lift it out; do not 
tear gaskets. See Plate 44. 

Remove intake manifolds A-10443-C and A-10444-C 
by unscrewing the eight nuts at the flanges of the 
manifold. 

Remove the breather pipe by turning it to the left. 
Use a snubbing device made of a stick of wood and a 
leather strap. 

102 



AERONAUTICAL ENGINES 




Plate 44 
Removing Carburetor and Tee from Engine. Model A, I and E 

Removing the Magnetos. 

Remove the ignition wires and distributor blocks 
intact. Remove the 8 magneto cap screws 1440. The 
magnetos, together with their couplings, can be lifted 
off. Care should be taken in replacing the magnetos, 
as the magneto on the left-hand side of the engine is a 
clockwise magneto and the one on the right side of the 
engine is anti-clockwise, looking from the driving end. 

Removing the Camshafts. 

When valves are to be inspected or ground, take out 
the cylinder cover screws 11677 and remove the cam- 
shaft covers. Take off the nuts A-11302-A at the two 
end bearings of each camshaft first so that the valve 
springs will not tend to spring the shaft or bearings. 
Remove the middle bearing nuts next. See that both 
ends of the shaft are lifted evenly. If this is done no 

103 



H I S P A N O 



SUIZA 




Plate 45 
Removing or assembling a cylinder block. Model A, I and E 



force will be required. The shaft and three bearings 
can be lifted together. 

Removing the Cylinder Blocks. 

Undo the oil pipe nipple packing nuts A-T-990-A at 
the front end of the cylinder. Undo the gear housing 
packing nuts A-10367-A at the rear end of the cylin- 
ders. Remove the cylinder stud nuts A-11305-A, 72 in 
number. It is best to let one nut on the upper side of 
each cylinder block until everything is in readiness to 

104 



AERONAUTICAL ENGINES 




Plate 46 
Piston Ring Clamp. TA-12000-E-IA 



remove one of the cylinder blocks. Turn the crankshaft 
so that the pistons of cylinder 1 and 4, of, say the left 
block, are on top. Take off the remaining nut and lift 
the block away from the upper half of the crankcase 
and pistons, taking care not to bind the pistons and to 
support the pistons after they are out of the cylinders. 
The same operation holds good for the right-hand 
cylinder block. 

Removing the Pistons. 

Expand the piston pin lock rings 11672 on pistons, 
1L-4L, 1R and 4R beyond their slots and slide them 
down on the pistons until the piston pins 11671 can be 
removed. This can be done by taking a piece of wood 
or soft brass and driving them out. See Plate 47. 
The connecting-rod should be backed up during this 
operation. The pistons 11670 can then be removed. 
Turn the crankshaft a quarter revolution and proceed as 
above with pistons 2L, 3L, 2R and 3R. 

Removing the Gear Type Oil Pump. 

The gear oil pump is located on the rear end of the 
engine, it being bolted to the magneto support bracket 
11813. 

For summary inspection or cleaning the pump, the 
magneto support oil pump cover 11815 can be removed 
by removing the 8 fillister head screws 11820. The oil- 
pump gea: 11816 and oil-pump idler gear 11817 can be 
removed. If nothing urther is at fault the gears and 
housings can be cleaned and reassembled. 

105 



H I S P A N O 



S U 



Z A 




11671 



Plate 47 
Removing piston from connecting-rod. Model I and E 



To remove the complete oil pump assembly from the 
engine. Remove the three (3) nuts 1444 and insert 
a screw-driver at the bottom of the magneto support oil 
pump body 11814. The complete oil pump can then be 
lifted from the engine. 

To Remove the Lower Half of the Crankcase for 
Summary Inspection of the Connecting Rods 
or Removing it in the Course of Disassemb- 
ling the Engine. See Plate 66. 

If the engine cannot be hung in a stand while remov- 
ing the lower half of the crankcase, the carburetor, 



106 



AERONAUTICAL ENGINES 




Plate 48 
Assembling and disassembling valves in the cylinders. iModel A, I and E 

together with manifold tee A-10428-C and both intake 
pipes A-10443-C and A-10444-C should be removed. 
Drain all oil from crankcase. The engine can then be 
turned upside down and allowed to rest on the cylinder 
covers. To remove the above parts, remove 12 nuts 
A-11303-A, the hose connections to the manifolds 
having already been removed when the engine was re- 
moved from the plane. Then, by removing the 5 nuts 
A-11304-A, take off the crankca.se A 11231 A at the rear 
end of the crankshaft (on some engines the hand-start- 
ing, electric-starting mechanism or magneto support 
bracket is bolted here in place of the crankcase cover. 
This can be removed in the same way). Remove the 
8 crankcase bearing stud nuts A-T-1019-A found on top 
of the crankcase, also 2 nuts 1035 found at the rear of 
the bottom half of the crankcase. Then remove 24 
nuts A-11303-A on the outer edge of the case that 
hold the two cases together. The lower half can then 
be removed by prying the two halves apart with a screw- 
driver. Special lugs are cast on the cases for this pur- 
pose. Take care not to drop the oil-pump driving gear 

107 



H I S P A N O 



SUIZA 




2043 



Plate 49 
Assembling and disassembling the oil and water pumps. Model A, I and E 

A-10499-B. If you want to rotate the crankshaft while 
the engine is in this position, remove the spark plugs on 
the exhaust side and hold the rear end of the crankshaft 
in place with a wooden flange drilled with two holes cor- 
responding to the two stud holes A-T-957-A of the 
bearing, these being held in place by nuts on the studs. 

Removing the Connecting Rods. 

Extract the cotter pins from the connecting rod outer 
bolts 11683 and remove connecting rod outer bolt nuts 
11688. The outer connecting rods 11673 can then be 
removed. Extract the cotter pins from the connecting 
rod inner bolts 11689 and remove the connecting rod 
inner bolt nuts 11690. The inner connecting rods 
11674, together with the bronze connecting rod 
bearings 11675 and bronze connecting rod bearing caps 
11676, can then be removed. 



108 



AERONAUTICAL ENGINES 



A-I20I6-A 




Plate 50 
Removing or replacing the oil strainer. Model A, I and E 

Removing the Valves. 

Put into the cylinders four pieces of wood somewhat 
longer than the inside of the cylinders and held together 
by a cross piece attached to the cylinders. Anchor the 
valve tool on the rod held in place by the studs 948-T 
of the camshaft bearings and take off each valve, with 
a special lifter, in the following manner. See Plate 48. 

Place the hollow yoke of the lever on the top of the 
valve tappet washer A-9615-B. Unscrew the valve 
tappet with the other hand until the springs are no 
longer compressed. Dispense with the lifter and finish 
unscrewing the valve tappets. Remove the washers 
and springs A-9908-A and A-9909-A. When this 
operation is finished for the eight valves, remove the 
pieces of wood and take out the valves 10963 and 
10964. 

109 



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I S P A N O 



SUIZA 




U309 



Plate 52 
Removing sump drain plug. Model A, I and E 

Dismounting the Water Pump. 

The hose connections having been removed when 
the engine was removed from the plane, first dis- 
connect the union A-11191-A. Unscrew the two nuts 
A-11303-A and lower the complete water pump. 

Removing the Eccentric Vane Oil Pump Located 
in the Lower Crankcase. 

Unscrew the 4 nuts A-11301-A and remove the water 
pump bracket A-10372-A which also serves as the oil- 
pump cover. Drive out the oil pump body A-10424-B 
through the oil pump gear hole after the gear A-10495-A 
and springs A-B-194-A have been removed with the aid 
of a piece of wood or copper. This can be done when 
summary inspection only is required thus eliminating 
removal of the oil-pump body A-10424-B. See Plate 49. 

Removing the Oil Strainer. See Plate SO. 

The oil filter or strainer should be removed 
every ten hours of engine running and if found to con- 
tain any foreign matter should be cleaned and replaced. 

Removing the Oil Pressure Relief Valve. See Plates 
51, 25 and 26. 

The oil pressure relief valve is located in the rear end 
of the lower half of the crankcase just in front of the 

110 



AERONAUTICAL ENGINES 




s 


v 


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e 


k 


<V| 


$ 


kj 


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3 


k 




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S3 



HISPANO — SUIZA 



oil pump. The complete assembly can be removed by 
unscrewing the oil pressure relief body 11893, and can 
be taken apart by removing the oil pressure relief 
plug 11531. The oil pressure relief valve should be 
cleaned often and thoroughly. 

To Remove the Crankshaft. 

Always lift both ends of the shaft at the same time. 
It may be necessary to strike the crankcase with a 
wooden or rawhide mallet, to loosen the thrust bearing. 



112 






AERONAUTICAL ENGINES 




Plate 54 

Loosening or tightening propeller hub and 

outer nut. Model I and E 



HISPANO— SUIZA 

PART XXIII 
MAINTAINANCE 
After Five Hours' Running 

The distributor of the Dixie Magnetos should be 
cleaned to avoid any skipping or missing in their opera- 
tion. 

The brushes of the high tension distributors should 
be oiled, preferably with Three-In-One Oil, likewise the 
path of the brushes in the distributor block should 
have a light coating of oil. This prevents the scatter- 
ing of carbon dust in the distributor blocks, which 
causes short-circuiting or firing in the wrong cylinder. 

Oil the leather in the gasoline air pump with a dash 
of neatsfoot oil. 

After Ten Hours' Running 

Before each important flight, clean the spark plugs 
(with alcohol and gasoline) and adjust the gap to .021". 
The magneto distributors, oil filter and oil pressure re- 
lief valve should also be cleaned. 

Tighten the oil and water gland nuts, A-10380-A 
and 11682 respectively, to do this loosen set screw 
B-754. Both these packing nuts have right-hand 
threads. Plate 43. 

The exhaust pipes should be removed from the en- 
gine and by means of the propeller, the engine should 
be turned over compression on each cylinder, feeling 
the compression to ascertain whether there is any 
leakage. If an exhaust valve is leaking the escaping 
gas can be heard coming out of the exhaust port of 
the particular cylinder. If it is in the piston rings it 
can be heard leaking from the crankcase breather. 

If the valves are found to leak badly they 
should be reground; if piston rings, they should be re- 
newed. Instructions for this will be found under dis- 
assembly. 

Remove the carburetor strainer and clean the strainer 
chamber as well as the strainer. 

114 



AERONAUTICAL ENGINES 




11672 
596-P 



Plate 55 
Trying the piston rings for side clearance with a feeler. Model A, I and E 

After Every Twenty Hours 

Clean the water filter. The water in the water jackets 
and radiator should be drained and the water jackets 
and radiator washed out and refilled with clean water. 
Oil the magnetos. 

Every Fifty Hours 

Clean carbon deposits, if any, out of the combustion 
chamber after the cylinder blocks have been taken off. 
Regrind the valves (instructions for this will be found 
under disassembly and reassembly). Do not unscrew 
the steel cylinder sleeves from the water jackets as this 
is a factory operation. 

Remove the camshaft snap ring A-10488-A on the 
front end of the camshaft. The camshaft washers 
A-10489-A should then be removed, the interior of 
the camshaft should be washed thoroughly with gaso- 
line or kerosene and cleaned by turning a jet of com- 
pressed air into them. This will remove all sediment 

115 



HISPANO — SUIZA 

of old oil and any foreign matter that may have col- 
lected. The same thing should be done with the 
crankshaft by removing the plugs A-11324-A and the 
oil pipes in the lower half of the crankcase by removing 
the main bearings. This should always be done in 
case a bearing is burned out, in order to remove any 
babitt in the crankshaft oil holes or interior of the 
camshaft. 

The main crankshaft bearings should be examined 
and if found faulty should be renewed. Examine the 
connecting rod bearings 11675 and connecting rod 
bearing caps 11676, if found faulty they should be re- 
placed. If these are replaced, the flat surface on the 
top of 11676 should be scraped to fit the flat ends on 
the lower end of the connecting rods 11674. 

All piston rings and oil scraper rings should be re- 
newed. See Plate 55. 

The air pump plunger leather B-331, should be ex- 
amined and renewed, if necessary. 

All rubber hose connections should be examined and 
if found extra soft or leaking should be renewed. There 
is extra hose supplied in the spare parts box shipped with 
each engine. 

The oil pump gear bushing A-9648-A; vertical 
shaft bearings (lower) A-9647-B; vertical shaft bear- 
ings (upper) A-9646-B; camshaft bearings A-9619-B, 
A-9620-B, A-9622-B, should be examined. Some times 
there happens to be an excess amount of dirt or foreign 
substance in the oil, causing the bearings to wear much 
faster than they should. Under ordinary conditions 
these should not need replacing after 50 hours of 
running. 

Examine the oil pump vanes A-B-194-A to see if 
they are worn excessively. 

The valve tappets A-9615-B should be examined for 
excessive wear and renewed if found necessary. 

The valve guides and valves should be examined; 
if excessive wear is found in the guides, or the valves 
(particularly the exhaust) burnt they should be renewed. 

116 



AERONAUTICAL ENGINES 



Caution About the Renewing Valves. 

Never renew a valve that needs only regrinding. 
Always remember that an old valve reground is always 
better than a newly fitted valve. The reason for this 
being that the old valve has had all the strains removed 
in the steel due to the heat under which it is subjected 
while being pounded on its seat. An old valve when 
properly reground will hold its seat and will not warp 
nearly as soon as a new one. 

Fitting New Connecting Rods to the Crankshaft. 

The inner connecting rod bearing cap should be 
first fitted to the crankshaft. Do not under any cir- 
cumstance remove any metal from the connecting rod 
bearing 11675 and bearing cap 11676 where they are 
joined together as this will spoil the fit of the outside 
connecting rod which runs directly on the center of 
the bronze. 

The babbitt of the inside diameter of the bearing 
11675 and cap 11676 are machined smaller than the 
crankshaft, leaving metal to ream out to the crankshaft 
diameter, or spotted with blue and scraped until the 
bearing is .0015" loose on the crankshaft diameter. 
The end clearance between the inner connecting rod 
and crankshaft should be .009". 

See "Clearance Allowance Chart." 

After the inner connecting rod is fitted to the crank- 
shaft and locked in place the outer rod can be placed 
over it and should be fitted .003" loose on the diame- 
ter and .007" end clearance on the inner rod. 

See "Clearance Allowance Chart." 

Fitting a New Ball Bearing on the Rear End of 
the Crankshaft. 

The inner race of the ball bearing should be a loose 
fit on the crankshaft and is locked in place by the crank- 
shaft gear 9638. The crankshaft gear is held in place 
by the crankshaft centering lock nut 10637. 

The outer race of the ball bearing should be a .0005" 
loose fit in the upper and lower crankcases. This is to 

117 



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S U 



Z A 



T-A-I2066E-27 







Plate 56 
Grinding Valves. Model A, I and E 



allow the race to creep in the crankcases and thus 
distribute the wear in the ball bearing. 

Fitting New Camshafts or New Camshaft Bearings 

The camshafts have three bronze bearings, the center 
one is made in two pieces in order to get the bearing 
on the shaft. 

The thrust (in both directions) is taken care of by 
the rear bearing. The boss on the back of the camshaft 
gear comes in contact with one end of the rear bearing 
while the rear face of the exhaust cam No. 4 cylinder 
runs against the other end of the bearing. The end 
play between this bearing and shaft should be .020". 
The end play between No. 1 exhaust cam and the 
front bearing should be .025". All six bearings are 
fitted with .003" clearance on the diameter. 

There should be a back-lash of .010" between the 
upper vertical shaft gear and the camshaft gear. 
The back faces (or end of the teeth) should be flush 
within (one thirty-second of an inch) ^". 

118 



AERONAUTICAL ENGINES 




Plate 57 

Showing relief spring placed under the valve when grinding the valve 

Model A, land E 



Grinding the Valves. 

It is necessary to remove the cylinders from the 
engine and also remove the valves from the cylinders, 
they can then be reground in the following manner: 
In Plate 56 it will be noticed the cylinder block is 
inverted and a long bladed screw-driver is being used 
to grind in the valves. 

A light spring is inserted under the valve to partially 
counterbalance the weight of the tool used for turning 
the valve. See Plate 57. Abrasive should be applied to 
the valve seat and the valve placed in the particular 
cylinder in which it belongs. 

In grinding the valve, do not revolve it, but rock it 
backward and forward, lift frequently off its seat, 

119 



H I S P A N O 



SUIZA 




T-A-I2066-E6 



-——_ - ~- - --- ~; - 



II 



I2066-T-75 



T-A- I2049-C-5 




TA-I2066-E-27 



TA-12066-E-5&9 



Plate 58 

Tools for reseating valve seat in cylinder sleeve and removing valves from the 

cylinder. Model A, I and E. 



change its position on the seat in order to distribute 
the abrasive evenly and prevent cutting grooves in the 
valves, and also to grind the valve evenly. 

Valves should not be reground any oftener than is 
absolutely necessary and then only enough to insure 
a perfect seat. If a valve is pitted or warped excessively, 
it should be placed in a grinding machine and its 
seat ground concentric with the stem, removing all 
pit marks and any warping. In the case of valve 
warping the valve seat in the cylinder should be trued 
with a valve seating reamer, shown in Plate 58, be- 
fore grinding in the valve. 

The abrasive should be carefully washed off the 
valve, the seat and the inside of the cylinder. 

120 



HISPANO — SUIZA 



In emergencies the cylinder block can be layed on 
its side on a bench and the valves removed without 
either wooden blocks, cradle, or yoked tool, but it 
takes longer, and the tools are well worth having, as 
they save time and give better results. 

Testing Valves for Leaking. 

After being ground the valves should be tested for 
tightness. This can be done best by inverting the cylin- 
der with the valves in place and pouring a small quan- 
tity of gasoline in the cylinder. Spark plugs will have 
to be screwed in the cylinders to keep the gasoline from 
running out. Watch for escapage around the valves. 
If the valves show any leak, they should be carefully 
reground. 

Regrinding the Seat on the Valve in a Grinding 
Machine. 

The grinding of valve seats in a grinding machine 
previous to grinding them by hand in the cylinder is 
resorted to only when the valve seat is badly burned or 
pitted. 

The valve can be chucked in a fixture similar to 
that shown in Plate 59 and the fixture placed in a 
small grinding machine. 

The valve seat can then be ground true with the 
stem by using some form of grinding wheel. 

Caution: Under no circumstances use the center 
in the valve head for regrinding, when regrinding in a 
grinding machine. 

The valve is now ready to be reground in its particular 
seat in the cylinder as explained above. 

Refacing the Valve Seat in the Cylinder. 

If the valve seat in the cylinder is burned or pitted 
so that it would require a great amount of grinding 

121 



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122 



AERONAUTICAL ENGINES 



to make a proper seat, it can be reseated with a special 
tool, as stated above. This tool is shown in Plate 58 
TA-12066-E-5 and 9, and can be furnished by the 
Wright-Martin Aircraft Corporation. 

The shank that fits in the valve guide must be a 
perfect fit otherwise the reamer will chatter and do 
more harm than good. There are two shanks fur- 
nished, one for inlet valves and one for exhaust valves. 
Do not take any more metal off than is absolutely 
necessary to "true up the valve seat" otherwise the 
seat will become too wide. 



Fitting a New Crankshaft and New Crankshaft 
Bearings. 

In fitting a new crankshaft if the main bearings are 
badly worn or cracked, it is best to replace them with 
new bearings. 

The same will apply to the connecting rod bearings. 

Assuming the engine has already been taken apart, 
as the discussion of this is taken care of under "Dis- 
assembly," and that new bearings are to be fitted, 
proceed as follows : 

The upper halves of the main bearings should be 
fitted in the upper half of the crankcase. They should 
be driven into the crankcase by light tapping, using a 
block of hard wood, against the bearing. The case 
should be blued where the bearings fit and the bearing 
removed to see if it has a good bearing contact in the 
crankcase, if not, the case should be scraped to fit. 
The same should be done for the lower half of the crank- 
case. 

The crankcases with their main bearings fitted should 
be bolted together and if a line reamer TA-12045-C-2 
is available they should be line reamed. 

For clearances see "Clearance Allowance Chart/' 
123 



HISPANO— SUIZA 



The crankcases being separated, the crankshaft can 
be tried in each half, taking note of the end clearance 
on the bearings, about .035" to .040" the thrust of the 
crankshaft being taken, in both directions by the ball 
thrust bearing. The crankshaft should have a light 
coating of blue placed on it and the bearings marked 
from the shaft, they should be well spotted from the 
shaft and if not should be hand scraped until all the 
high spots are removed. After all hand scraping is 
finished and a good bearing is obtained, the bearing 
should be burnished with a smooth dull edged tool. 
The crankcases should be bolted together with the 
crankshaft in place. It should be possible to rotate 
the crankshaft when in place, with very little effort. 
The crankshaft should be removed from the crankcase 
to assemble the connecting rods. 



124 



AERONAU T ICAL ENGINES 

PART XIX 

REASSEMBLING 
Caution, 

Care should be taken to cover all frictional surfaces 
freely with a good grade of gas engine cylinder oil 
when reassembling an engine, and to see that all parts 
are thoroughly cleaned both inside and outside. 

The inner connecting rods with their bronze connect- 
ing rod bearings are used on the left-half block of cylin- 
ders, the outside rods operating on the right-hand 
block. Without any compression it should be possible 
to turn the engine over by hand on reassembly, by 
means of the propeller hub flange. 

Air Pump. 

When assembling the air pump can be screwed into 
its place at the rear part of the left-hand cylinder cover, 
with a suitable spanner wrench. The plunger in the 
air pump is forced up by one of the valve cams and is 
carried back by a helical spring. The plunger and 
admission valve are combined. The plunger is of a much 
used type, in which, during the suction stroke it allows 
the air to pass by the leather flange, and during the 
compression stroke the leather flange confines the air 
and forces it out beyond the check valve. The check 
is located above the compression chamber. This valve 
is a flat disk with a leather face and a guiding stem. 
The check valve works automatically. The air forces 
it open and a light helical spring closes it. Due to the 
short stroke and high speed, the leather plunger must 
be a good fit, neither too tight nor too loose. In order 
to give satisfactory service, the leather must be kept 
soft and pliable. Usually, a dose of Neatsfoot oil is all 
that is needed to soften the leather. Oil the leather 
every five hours of engine running. Do this by pressing 
the plunger back and injecting the oil into the intake 
ports around the base of the pump. It is sometimes 
necessary to replace either the plunger leather or the 

125 



HIS PANO — SUIZA 



check valve leather to make the pump deliver air. 
First be sure that the pump parts have been working 
properly; see that they do not stick. (See Plate 74.) 
(See "Clearance Allowance Chart.") 

Eccentric Vane Oil Pump Located in Lower 
Crankcase. 

The oil pump consists of a cast-iron body which fits 
in the lower half of the crankcase just above the water 
pump. This body has inlet ports along one side and 
exhaust ports along the opposite side. The exhaust 
ports must register with the ports in the crankcase 
leading to the oil pipe manifold. The intake ports must 
draw oil from one of the holes cored through the rear 
of the crankcase and having plug 10687 screwed into it. 
A rubber hose with a pipe is attached to this, the other 
end of which goes to the oil radiator or oil tank. (See 
plate 24). In order that this shall be carried out the 
bolt holes in the pump body flange are so spaced 
that it will not go together wrong. 

The pump housing must fit its casing or lower half 
of the crankcase oil tight. The fit must allow the body 
to be withdrawn and replaced with very light (rawhide) 
mallet taps. Before assembling the pump to the crank- 
case, inspect the shaft A-10379-B and see how it fits the 
two bearings. Both bearings should spin on the shaft 
by hand. Yet there should be no perceptible play. 
The vanes must be a free fit in the pumpshaft, but 
must not have noticeable play. The glands must be 
a uniform fit to the walls of the pump from end to end. 
They should have an end clearance of from .002" to 
.005" when the shaft end vanes are held against their 
end bearing at either end. The shaft A-10379-B must 
have an end play between the end bearings which is 
barely perceptible to the hand. This must be felt before 
the paper gasket is put in place, while the bearings are 
held together by hand. When the gasket is in place 
and the ends clamped together by the bolts the end 
play in the shaft should be from .004" to .006". The 
bore of the pump body must be smooth, round and 

126 



AERONAUTICAL ENGINES 



true. When placing the paper gasket between the 
bracket A-10372-B and the oil pump body A-10424-B, 
be sure to put a hole in the gasket so that the oil which 
leaks by the shaft into the little oil pocket can be sucked 
back into the oil pump. After having put the pump 
driving pinion in place, test to see if both pinion and 
pump can be turned by hand. (See "Clearance Allow- 
ance Chart/') 

Gear Type Oil Pump. 

On assembling the oil pump gear 11816 and the oil 
pump idler gear 11817 in the magneto support oil 
pump body 11814, see that the end of the teeth have a 
.003 5" clearance on the magneto support oil pump 
body 11814. Also see that there is .004" end clearance 
between the body and cover. 

The eight fillister head screws 11820 can be replaced. 
See that the pump turns freely by hand before assem- 
bling it to the engine. 

For further clearance on the gear shafts, etc., see 
"Clearance Allowance Chart." 

Water Pump. 

The water pump has only one moving part, i. e., 
the shaft and impellor are integral. The thrust bearing 
is a thrust button placed directly under the center 
of the shaft. When the pump is assembled with a 
paper gasket between the body and the cover the 
shaft must have an end play of five to seven-thou- 
sandths of an inch (.005 "-.007"). The impellor should 
spin easily when the pump shaft is twisted by the 
fingers. When the packing nut is repacked and screwed 
down, one should be able to turn the impellor with their 
fingers. Place the pump on its bracket so that the 
small tube union fitting will point towards the rear 
of the engine. The square head on the impellor shaft 
fits in the oil pump shaft. When both pumps are in 
place, one should be able to turn both by hand with 
the oil pump gear A-10499-B. The oil pump gland nut 

127 



HISPANO — SUIZA 



A-10380-A cannot be tightened until after the water 
pump is assembled on the crankcase and should then 
be very lightly tightened. See "Clearance Allowance 
Chart." 

Lower Crankcase. 

After assembling the two pumps to the crankcase, 
replace the oil filter, assemble A-12016-A, and if found 
necessary, put a new gasket under its seat on the 
crankcase. Inspect bearings to see that they have been 
burnished properly and that they fit the crankcase. 
They should be tight in place and a uniform fit. A 
.0015" feeler must not enter between bearing and case 
at any of the margins. Cover the crankcase with a 
cloth to keep out dirt, if allowed to stand while the 
remainder of the engine parts are being assembled. 
(See "Clearance Allowance Chart.") 

Assembling Connecting -Rods to Crankshaft. 

Replace crankshaft plugs if they were removed. 
To lock these plugs, use a center punch and hammer. 
Never remove any metal from any part of the crank- 
shaft for any reason. The crankshaft has been dyna- 
mically balanced with great care and it must not be 
put out of balance. The front of the shaft is the 
tapered end. The inner connecting-rods with bronzed 
boxes go on the left side of the engine and the outer 
rods go on the right side of the engine. The top half 
of the crankcase inverted can be used to hold the crank- 
shaft while the connecting-rods are being assembled, 
but it is preferable to do it at the bench. The crank- 
shaft ends can be held in wooden collars. Tighten and 
lock the four inner connecting-rods in place. Be 
careful about the plug in the end between the crank 
arms; do not bruise the babbitt on the rods. Be 
sure the caps and cap screws are in their correct places. 
See that the cotter pins are placed so they will not 
interfere with the crank arms. Do not use a small 
pin, use the largest cotter pin that will enter the hole. 

128 



AERONAUTICAL ENGINES 



The connecting-rods must have at least nine-thou- 
sandths of an inch (.009") end play on their journals. 
Try the rod to see if it will fall of its own weight; it 
should. Try to detect any binding by moving rod all 
the way around. The fit must be easy and uniform, 
that is, when turning slowly by hand, there shall be 
no noticeable change in friction. Be sure to get the 
proper rod in the proper place; all are marked. Also 
have the front side of the rods to the front. The side 
with the number on the rod portion goes to the front 
of the engine in both cases. The four outer rods go on 
next — see that their cotter pins do not interfere with 
the inner connecting-rods. When both rods are as- 
sembled, take one in each hand and try for uniform 
fit — see that there is no variation in the friction. When 
released, both rods should fall of their own weight. 
Binding is due to one or more of four things — too tight 
(generally) — interference at ends — rough places or rod 
sprung. Great care must be taken when remedying 
these ailments. The bearings when new are neces- 
sarily very free and after being worn cannot be taken 
up for wear but have to be renewed. (See "Fitting New 
Connecting-rods to the Crankshaft — Part XVI I," also 
"Clearance Allowance Chart/') 

Assembling Thrust Bearing to Crankshaft and 
Crankcases. 

The Thrust Bearing consists of three races and two 
sets of balls. The balls are assembled in retainers. 
On the middle race there is pressed two cup rings. 
The outside of these rings are ground so that the middle 
race with the rings assembled will just fit their seat in 
the crankcase. This fit must be a close uniform fit. 
The race should go into its seat in both the upper and 
lower half of the crankcase when struck with the hand. 
It is sometimes necessary to scrape a few burrs and 
high spots from the sides of the grooves in the crank- 
case. After fitting the race to the crankcase fit the 
complete thrust bearing to the crankshaft. The pro- 
peller thrust bearing nut A-11003-A holds the thrust 

129 



HI SPANO — SUIZA 



bearing in its place. This nut also adjusts the play. 
It should be tight enough so there is no perceptible play, 
yet the middle race must spin when slapped with the 
palm of the hand. The thrust bearing locates the crank- 
shaft laterally, so try the shaft in place before locking 
the nut. There should be thirty-five to forty-thou- 
sandths of an inch (.035"-.040") clearance between the 
faces of the crank arms and the ends of the main bear- 
ings. If the shaft lays too far one way remove the 
thrust bearing and turn it around so the race which 
was in front comes in the rear and see if it is better. 
Also try turning the middle race around. When 
the shaft is set satisfactorily lock the gland nut 
A-11003-A. If a new thrust bearing has been installed 
it will be necessary to drill a new hole for the locking 
wire. Use a No. 39 drill. Drill a hole }/±' deep in the 
shaft. After locking the nut make a punch mark on 
the shaft at the edge of the threads to indicate the 
location of the hole just drilled. (See ''Clearance 
Allowance Chart.") 

Placing the Crankshaft Assembly in the Crank- 
case. 

The crankshaft is now ready to place in the lower half 
of the crankcase. It must be lowered into place level so 
the thrust bearing will not bind. One man holding 
connecting-rods 4L and 4R to hold up the rear end of 
the shaft. Another man at the front of the shaft 
can hold the tapered end in one hand and tap the top 
edge of the thrust bearing with his other hand. As 
the thrust bearing goes into place, the rear end of the 
crankshaft should be lowered. 

Joining Crankcases. 

See that the meeting surfaces are clean on both 
upper and lower halves. Shellac both and proceed 
to join the halves together. Tighten the two main 
bearing nuts at both ends first, so that the parting 
line will be pulled together before the shellac sets. 

130 



AERONAUTICAL ENGINES 



Try the two lower vertical shaft gears A-9941-B and 
the oil pump gear A-10499-B to see that they have six 
to ten thousandths of an inch (.006 // -.010 // ) end play 
and four to seven thousandths of an inch (004"-. 007") 
backlash. If the gears bind or have too much backlash 
see that the crankshaft is in place and well seated. 
See that the gear bushings are in place. See if the gear 
on the crankshaft is tight. The lateral position of the 
crankshaft is determined by the thrust bearing, there- 
fore, the position of the crankshaft gear is fixed by the 
thrust bearing. Check everything thoroughly. When 
tightening the main bearing nuts, watch for studs 
which are too long. They can be detected when 
screwing the nuts in place. If the nut tends to spring 
back slightly when released, it shows that the nut is 
tight on the end of the stud and has not reached the 
crankcase; further tightening may twist the stud off 
— in any event damage a few threads. When a long 
stud is found remove the nut, and with a stud driver 
screw the stud into the crankcase far enough to allow 
the nut to seat properly. All of the nuts should be 
drawn down flush and then gone over and drawn tight, 
being careful not to draw them too tight. In some 
cases studs have been elongated by too much tightening. 
One whole revolution after they bear on the crankcase 
is sufficient and if some seem to be sufficiently tight 
before one turn is secured, stop. To lock these nuts, 
wire the heads of the opposite nuts together. Each 
of the nuts along the parting line of the crankcase 
must have a lock washer. 

Fitting Piston Pin. 

The piston pin must be a tight fit in the piston. (An 
easy drive fit.) The pin must be a free fit in the head 
of the connecting-rod. The inside diameter of the 
connecting-rod bushing is reamed to 1.18 12" and the 
outside diameter of the pin is 1.181" diameter. This 
allows .0002" freedom and should never be less. The 
end play of the connecting-rod at the piston pin should 
be about &". (See "Clearance Allowance Chart.") 

131 



HISPANO — SUIZA 



Fitting the Pistons on the Connecting -Rods. 

The pistons should be placed over the upper end of 
the connecting-rods and the piston pins 11671 driven 
in place with a piece of wood or brass. (See Plate 47.) 
The piston pin lock rings 11672 should be slid down 
on the piston until it goes in the groove at the piston 
pin, always making sure the ends of the rings do not 
come at the piston pin but preferably the top side 
of the piston. 

Assembling Valves in the Cylinders. 

In assembling the valves great care should be taken 
not to use an inlet valve for an exhaust valve. This 
also holds good for installing new valves. The stem 
clearance being larger on the exhaust valves than the 
inlet. The exact clearance will be found on a separate 
"Clearance Allowance Chart." The method of assem- 
bling the valves is the reverse of "Removing the 
Valves" which is found under "Disassembly." Part 
XVII. 

Assembling Vertical Shaft and Vertical Shaft 
Casing in Cylinders, 

Place vertical shaft thrust washer A-9645-A, with 
the taper side toward the gear, on the vertical shaft 
A-10473-B, then place the vertical shaft bearing upper 
A-9646-B on the vertical shaft and the vertical shaft 
collar A-9644-A placing them on the upper gear end of 
the shaft and pinning the collar, making sure there is 
fifteen-thousandths of an inch (.015") end play between 
the bearing and shaft. The shaft together with the 
bearing can then be placed in the cylinder and by light 
taps driven into place. Place the vertical shaft casing 
11678 over the vertical shaft and with the Spanner 
wrench furnished with the tool equipment screw the 
casing on to the portion of the bearing which protrudes 
through the cylinder, the casing nut going against 
a shoulder of the cylinder and is locked by a spring 
lock ring. (See "Clearance Allowance Chart.") 

132 



AERONAUTICAL ENGINES 

Assembling the Cylinder Blocks. 

The valves should be in their places before the 
cylinders are placed, as they cannot be placed after- 
ward. If the oil pipe A-12032-C is assembled to the 
cylinder see that the packing nut AT-990-A is slipped 
upwards on the pipe. It can be held there by a little 
packing. Turn the crankshaft so that the heads of the 
four pistons on one side are level with each other. 
If an assembly stand is used that when tipped over, 
brings the pistons of this block vertical, this should 
be tipped. Then attach the vertical shaft gear cover 
10661, placing the gear housing packing nut A-10357-A 
on the vertical shaft casing 11678. Turn the piston 
rings so that the joints are 180° apart. (The slots 
should be alternately left and right.) Hold the piston 
rings in place by means of an aluminum ring clamp 
or jig. (See Plate 46.) One man at each end of the 
cylinder block can lower it on the pistons and a man 
at the side can remove the clamp. (See Plate 45.) 
The cylinder block will go down of its own weight. 
Remover the ring clamp when the upper rings are 
recessed in the cylinders; replace the clamp to confine 
the oil rings at the bottom of the pistons. When all 
rings are in the cylinders, remove and dispose of the 
clamp. If the vertical shaft is assembled turn it so the 
tongue will enter the groove in the lower vertical 
shaft. See that the oil pipe enters the union fitting. 
Tighten the cylinder, stud nuts A-11305-A, the oil 
pipe packing nut and the vertical shaft packing nut. 
Tip the stand 90° (if one of this kind is used) in the 
opposite direction until the other side of the engine 
is vertical, turn the crankshaft a quarter of a turn, 
always in the direction of rotation, and go through 
the same procedure for the other block of cylinders. 

Timing the Camshafts. 

Valve tappets or mushrooms and cams should be 
smooth, remove score marks with a stone. If scoring 
is very deep, new tappets are required. When screwed 
down tight, the mushroom must be within .002" of 

133 



H 



SPANO — SUIZA 



being square with the valve stem. To test, set the 
valve stem in "V" blocks and use an indicator. (See 
"Clearance Allowance Chart/') 

Timing will be found under a separate topic "Valve 
Timing." Part IX. 



Timing the Magnetos. 

This will be found under a separate topic 
System/' Part V. 



Ignition 



The Tachometer Drive Shaft Attachment. 

When assembled shall have ^2" end play. The end 
play should be tried at several different places during 
a revolution. The shaft might bind at one place and not 
at another. The binding is due to misalignment, pro- 
vided the swivel is perfectly free before being assembled 
to the engine. Sometimes placing the swivel a half 
turn from the original setting rectifies the trouble. 
If not, place a heavier washer under the tachometer 
housing where it screws into the cylinder cover. (See 
"Clearance Allowance Chart.") 

Emergency Assembly. 

In cases where piston ring clamps or engine stand is 
not available, the engine can be assembled by inserting 
the pistons (with their connecting-rods) in the cylin- 
ders by holding the rings of the pistons with a piece of 
sheet metal bent around the pistons (each piston 
having a separate clamp). 



134 



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140 



AERONAUTICAL ENGINES 

PART XXI 

DATA 

HISPANO-SUIZA 

MODEL I 150 H. P. 



it 



Number of cylinders 

Bore of cylinders 120 m/m — 4.724 

Stroke of cylinders 130 m/m— 5. 118" 

Displacement 11762.15 cu. cm. — 718.88 cu. in. 

Weight of engine, complete with propeller hub, 
flange and bolts, carburetor mounted, and two 
magnetos but without radiator, water, oil, start- 
ing device, propeller or gasoline supply system, 

approximately 470 lbs. 

Compression ratio 4.72 to 1 

Brake horsepower at 1450 r. p. m. on ground 150 

Firing order 1L-4R-2L-3R-4L-1R-3L-2R 

Rotation of Engine standing at back and looking 

toward propeller Clockwise 

Rotation of camshafts (looking toward propeller) 

Anti-clockwise 

Speed of camshaft One-half engine speed 

Tachometer connection speed One-half engine speed 

Tachometer connection rotation (looking toward 

propeller) Anti-clockwise 

Diameter of valves (at clear) 50 m/m — 1.968" 

Lift of valves 10 m/m— .393" 

Clearance between back of cam and valve tappet 

" 2 m/m— .078" 

Rotation of right-hand magneto (looking at driv- 
ing end) Anti-clockwise 

Rotation of left-hand magneto (looking at driving 
end) Clockwise 

141 



HISPANO — SUIZA 



Magneto speed Same as engine speed 

Gap on Magneto platinum points 020" 

Spark plug gap 021" 

Maximum gasoline consumption per H. P. hour... .55 lbs. 
Gasoline consumption gallons per hour, at 1450 

r. p. m. of engine on ground, about .'13 to 15 gal. 

Air pump capacity at 1450 r. p. m. of engine on 

ground 10 lbs. 

Gasoline air pressure (not over) 2 lbs. 

Maximum oil consumption lbs. per H. P. hour .0388 lbs. 
Oil consumption gallons per hour at 1450 r. p. m. 

of engine about % gal. 

Delivery of oil pump against 50 lbs. pressure at 66° 

C. of 150° F. and 1450 r. p. m. of engine about 

2.20 gal. 

Oil pressure, with oil temperature at 66°C or 

150°F and engine making 1450 r. p. m about 50 lbs. 

R. P. M. of oil pump 1.2 times engine r. p. m. 

Amount of oil in lower crankcase Dry Sump 

Rotation of oil pump looking from top Anti-clockwise 

Oil temperature even in the hottest weather not to 

exceed 93 °C or 200°F and best not to exceed 

71°C or 160°F 

Delivery of water pump with free outlet, at 49° or 

120° F. and 1450 r. p. m. of the engine, about 26y 2 gal. 

R. P. M. of water pump 1.2 times engine r. p. m. 

Rotation of water pump looking from top. .Anti-clockwise 

Maximum outlet water temperature 88° C or 190° F. 

Desired outlet water temperature 38° C or 100° F. 

Intake opens 10° after top center 

Intake closes 50° after bottom center 

Exhaust opens 45° before bottom center 

Exhaust closes 10° after top center 

Spark advance 20° — 20' before top center 

142 



AERONAUTICAL ENGINES 

Degrees inlet valves stay open 220° 

Degrees exhaust valves stay open 235° 

Carburetor: Twin Type (Stromberg NA-D4) 

Barrel Diameter 1.937" 

Choke Diameter at throat 1.312" 

Body metering nozzle No. 46 Drill 

Accelerating metering nozzle No. 44 Drill 

Altitude adjustment will lean the mixture 
about 33^%. 



143 



HISPANO — SUIZA 

PART XXII 

APPENDIX 

INSTRUCTION FOR CARE AND OPERATION 
OF MODEL "E" 180 H. P. 
HISPANO-SUIZA ENGINE 

GENERAL DESCRIPTION 

The Model "E" Hispano-Suiza Aeronautical engine 
is similar to Model "I" in that it is an eight-cylinder 
"V" type, four cycle, water cooled engine, the same 
size cylinders, namely 120 m/m-4.72" bore and 130 
m/m-5.11" stroke; developing 180 H. P. at sea level. 
There are two cylinder blocks, each containing four 
cylinders, their center lines making an angle of 90° 
between them. The propeller is driven directly off 
the crankshaft as in the Model "V engine. 

The following changes have been made on Model 
"E" engine over Model "I" with a view to increasing 
the power output and strengthening the different 
parts to withstand the additional power. 

j 
Compression Ratio. 

The compression ratio has been raised from 4.72 to 
1 to 5.33 to 1. This has been done by increasing the 
distance from the center of the piston pin holes to the 
top of the piston. 

Carburetor. 

A larger Stromberg carburetor, with 2" barrels, has 
replaced the smaller one in order to take care of the 
increased volume of mixture that will be used in the 
engine when run at the increased engine speed at 
which it operates. The adjustments and general 
make up of the carburetor are the same as Model "I". 

144 



AERONAUTICAL ENGINES 



Model "E" Stromberg Carburetor Specifications. 

Large venturi tube 1.50" ) c+ , 

Body metering nozzle No. 42 Drill \ ^ tromber g 

Accelerating metering nozzle No. 40 Drill ) Carburetor 

Magneto Setting. 

The magneto advance is 25° before top dead center 
whereas in Model "I" and Model "A" it is 20°-20'. 

Oil Consumption. 

This engine being run with a dry sump, the oil 
consumption is comparatively low, considering the 
r. p. m. at which the engine operates — the exact amount 
will be found in the data following. 

Size of Propeller— Model "E." 

The engine should be fitted with a suitable propeller 
to give from 1700 to 1750 r. p. m. on the ground or 
sea level with the engine wide open. 



DATA 

HISPANO-SUIZA 

MODEL E 180 H. P. 

Number of cylinders 8 

Bore of cylinders 120 m/m — 4.724" 

Stroke of cylinders 130 m/m— 5.118" 

Displacement 11762.15 Cu. Cm.— 718.88 Cu. In. 

Weight of engine, complete with propeller hub, 
flange and bolts, carburetor mounted, and two 
magnetos, but without radiator, water, oil , start- 
ing device, propeller or gasoline supply system, 

approximately 470 lbs. 

Compression ratio 5.33 to 1 

Brake horsepower, on ground 180 

145 



HISPANO — SUIZA 

Firing order 1L-4R-2L-3R-4L-1R-3L-2R 

Rotation of Engine standing at back and looking 

toward propeller Clockwise 

Rotation of camshafts (looking toward propeller) 

Anti-clockwise 

Speed of camshaft One-half engine speed 

Tachometer connection speed One-half engine speed 

Tachometer connection rotation (looking toward 

propeller) Anti-clockwise 

Diameter of valves (at clear) 50 m/m — 1.968" 

Lift of valves 10 m/m— .393" 

Clearance between back of cam and valve tappet 

2 m/m— .078" 

Rotation of right-hand magneto (looking at driving 

end) Anti-clockwise 

Rotation of left-hand magneto (looking at driving 

end) Clockwise 

Magneto speed Same as engine speed 

Gap on Magneto platinum points 020" 

Spark plug gap 021" 

Maximum gasoline consumption per H. P. hour 50 lbs. 

Gasoline consumption gallons per hour, on 

ground, about 15^ to 16 gal. 

Air pump, capacity on ground 15 lbs. 

Gasoline air pressure (not over) 2 lbs. 

Maximum oil consumption lbs. per H. P. hour.. .030 lbs. 

Oil consumption gallons per hour, about 3 qts. 

Delivery of oil pump against 50 lbs. pressure at 66° 

C. of 150° F. and 1800 r. p. m. of engine about 

2.20 gal. 

Oil pressure, with oil temperature at 150°, about 60 lbs. 

R. P. M. of oil pump 1.2 times engine r. p. m. 

Amount of oil in lower crankcase Dry Sump 

Rotation of oil pump looking from top Anti-clockwise 

146 



AERONAUTICAL ENGINES 

Oil temperature even in the hottest weather not to 
exceed 93° C or 200° F and best not to exceed 

71° C or 160° F 

Delivery of water pump with free outlet, at 49° C 

or 120° F. and 1800 r. p. m. of the engine about 2 gal. 

R. P. M. of water pump 1.2 times engine r. p. m. 

Rotation of water pump looking from top 

Anti-clockwise 

Maximum outlet water temperature 88° C or 190° F 

Desired outlet water temperature 38° C or 100° F 

Intake opens 10° after top center 

Intake closes 50° after bottom center 

Exhaust opens 45° before bottom center 

Exhaust closes 10° after top center 

Spark advance 25° before top center 

Degrees inlet valves stay open 220° 

Degrees exhaust valves stay open 235° 

Carburetor: Twin type (Stromberg NE-D5) 

Barrel Diameter 2.18" 

Large Choke Diameter at throat 1.50" 

Body metering nozzle No. 42 Drill 

Accelerating metering nozzle No. 30 Drill 
Altitude adjustment will lean the mix- 
ture about 33i^%. 



UNPACKING MODEL "E" ENGINES (EXPORT) 

Shipping Weight and Size. 

The shipping weight of the Model "E," 180 H. P. 
Hispano-Suiza Engine, is about 990 lbs. 

The Hispano-Suiza Engines are shipped from the 
factory completely enclosed in a substantial box fitted 
with permanent slings. The engine itself is covered 

147 



HISPANO — SUIZA 



with a water-proof oil cloth. The dimensions of the 
shipping box are: 

Length 55" 

Width 38" 

Height 40" 

Displacement 49 cu. ft. 

To unpack, cut the two sealing wires, which will be 
found under tin plates at each end of the box. Remove 
eight lag screws in the sides of the box. The engine 
will be found securely bolted down with six bolts to 
supports or sills fastened and braced to skids, the 
skids being fastened to the sides of the box with the 
above-mentioned eight (8) lag screws. The end of the 
shipping box can be removed by removing the wood 
screws in the end. The complete engine with engine 
bed can be removed through the end of the shipping 
box. Remove the nuts of the engine bed bolts and 
place two cables around each side of the engine between 
two or three of the steel sleeves. The engine can then 
be lifted with a suitable hoist. 

What to Rest the Engine On. 

Do not attempt even to partially rest the weight 
of the engine on the lower half of the crankcase or any 
part other than the separating flanges on the upper half 
of the crankcase. 

Where Parts are Found in Packing Box. 

At the rear of the shipping box at the top will be 
found the spare parts and tool equipment box. 

The following parts will be found to be covered with 
paper: 

Carburetor air inlet. 
Water pump. 
Tachometer Drive. 
Crankcase breather. 
Air pump. 

148 



AERONAUTICAL ENGINES 



Magnetos, magneto drive and gear oil pump. 
Vertical shafts casings. 
Propeller hub. 

Solid fibre gaskets are placed over the exhaust parts 
and water outlets and should be removed. 

Removing Oil from Outside of Engine. 

The interior of the cylinder sleeves (steel) are slushed 
with one-half pint of castor oil before shipping. This 
oil can be removed from the engine by removing the 
outside spark plugs and turning the engine over a 
number of revolutions as fast as possible. 

This oil can be caught in a can at the spark plug 
hole and if properly cleaned used for engine lubrication. 

Before shipping the Hispano-Suiza Engines, all the 
steel and aluminum parts are slushed with heavy oil, 
A spray of gasoline under air pressure will remove 
this from the engine. If the engine is to be started 
immediately after washing, keep the magnetos from 
getting gasoline in them otherwise there will be danger 
of fire. 



149 



HISPANO — SUIZA 



PART XXIII 

INSTRUCTIONS FOR THE CARE AND OPERA- 
TION OF MODEL "A" 150 H. P. 
HISPANO-SUIZA ENGINE 

GENERAL DESCRIPTION 

The Model "A" Hispano-Suiza Aeronautical engine 
is similar to Model "I" in that it is an eight-cylinder 
"V" type, four cycle, water-cooled engine, the same 
size cylinders, namely 120 m/m — 4.72" bore and 130 
m/m— 5.11" stroke; developing 150 H. P. at 1450 
r. p. m. at sea level There are two cylinder blocks, 
each containing four cylinders, their center lines mak- 
ing an angle of 90° between them. The propeller is 
driven directly off the crankshaft as in Model "I" 
engine. 

The following parts differ in their design from the 
corresponding parts of the Model "I" engine: 

Magneto Drive 

The magnetos are mounted on extensions of the 
two main surfaces of the upper half of the crankcase 
and are driven from small gears located on the top 
of the lower vertical shaft gears A-9941-B. 

The timing of the magnetos is the same as for Model 

Connecting Rods. 

The connecting rods are of tubular section, made of 
heat-treated alloy steel. The inside rod turns directly 
on the crankpin while the outside one, which is forked, 
turns on the outside of the extended part of the former. 
The inner rod has its cap attached by two bolts and is 
babbitted both inside and outside on the boxes which 
are integral with the rod. The outside rod is forked, 
the cap, which is attached by four bolts, being provided 
with a bridgepiece to give stiffness. All babbitt is on 
the inside connecting rod. 

150 



AERONAUTICAL ENGINES 




Plate 61 
Magneto Drive. Model A 



The upper ends of the connecting rods are provided 
with bronze bushings the same as in Model "I" 
Plate 62 shows this type of rod. 



ISl 



H 



S P A N O 



SUIZA 




Plate 62 

Piston and connecting-rods assembled. 

Model A 

Pistons. 

The pistons are aluminum castings, ribbed and pro- 
vided with four narrow rings at the top in two grooves 
and one oil ring near the bottom. The hollow piston 
pins are of large diameter and made of case-hardened 
alloy steel. Each is fixed in its position by a single set 
screw passing completely through one end. 






Ill^S^ggl null 




Plate 63 
Crankshaft and propeller hub assembly. Model A 



152 



AERONAUTICAL ENGINES 




Plate 64 
Three-quarter front view of Model A 




Plate 65 

Three-quarter rear view of Model A 
153 



HISPANO — SUIZA 



CARE AND MAINTAINANCE OF THE MODEL 
"A" 150 H. P. HISPANO-SUIZA 
ENGINE 

Any care or maintainance not taken care of below 
for Model "A" engine will be found under "Care and 
Maintenance" of Model "I" engine. In other words all 
parts not taken care of below are similar. 

(/) Fitting New Magneto to Model "A" Engines. 

Before fitting the magneto to the engine, the magneto 
shaft and flanges should be inspected as follows: 

Turn the magneto armature shaft by hand to see 
that it does not bind. It should turn freely and rock 
back when released. 

If the magneto flange and gear are not assembled, 
remove the key from the magneto shaft. Test the 
fit of the flange and shaft taper with blue and see that 
the bearing is good. See that the flange hub does not 
ride on the top face of the key. If necessary, remove a 
little of the key on top with a fine file. 

It is very essential that the magneto shaft shall run 
true. Try the hub on the flange to see that the shaft 
turns true within .002", which is the greatest variation 
permissible. Use a micro-dial indicator, if one is avail- 
able, to determine these limits. Also test the face of the 
magneto coupling 9958 near the circumference to see 
that the flange does not wabble. The greatest per- 
missible variation here is .003". Assemble the mag- 
neto gear A-9642-B and test the gear to see that it 
also runs true. See that the magneto base is flat and 
free from high spots or foreign matter, also that the 
gear teeth are clean and smooth. If any of the above 
requirements are not met, the defective part is to be 
replaced by a good part. The magneto bed on the 
crankcase must also be clean and free from high spots. 

Make a trial setting of the magneto without the 
magneto pinion cover A-9994-B. First see that the 
dowels on the magneto base are driven out flush. Set 
magneto on its bed and screw magneto cap screws up 

154 



AERONAUTICAL ENGINES 




Plate 66 

Showing the lower half of the crankcase removed for summary inspection. 

Model A shown, can be done on Model I and E 

sufficient with the fingers to hold the magneto flush. 
Tap dowels back into place. If dowel pin-holes have 
not been drilled, mark position for them with scriber 
after magneto is satisfactorily set. 

Remove the rear crankcase cover A-11231-B at the 
rear end of the engine, lift up on the lower vertical 
shaft gear A-9941-B in order to produce the back-lash 
that is produced when the engine is running. The mag- 
neto shaft should show a back-lash of .020" measured 
at the nut on the periphery of the flange. This back- 



155 



HISPANO — SUIZA 

lash should not drop below .015", or shall not exceed 
.025". It is important to hold the lower vertical shaft 
up as this effects the back lash .004/ to .008". 

Before assembling the lower vertical shaft, gear 
A-9941-B to see if it turns freely in the bearing. 

When the magneto sets so it will have the specified 
amount of back-lash, remove and assemble with mag- 
neto pinion cover in place. 

When the magneto and housing are tightened down, 
the magneto must be free so that the back-lash as above 
specified, can be felt by the fingers at any angle when 
the engine is turned over by hand. 

In fitting a new magneto gear housing, it may be 
necessary to take a little metal off of the bottom to 
make it set lower, so that the bearings will not bind. 
This should be done on a lapping plate. On final 
assembling, shellac the base on the housing so it will 
not leak oil. 

See "Clearance Allowance Chart Model A." 

Timing Magneto to Model "A" Engine. 

The magneto timing is the same as found under 
Part V 'Timing of the Magneto" except for the 
following: 

In order to shift the magneto gear A-9462-B, which 
is bolted indirectly on the armature shaft of the mag- 
neto, the magneto has to be lifted from the base on 
which it is bolted. To do this, proceed as follows: 

Loosen the gear housing packing nut A-103 5 7-A and 
slide it up on the vertical shaft casing. Remove the 
four nuts A-B-93-A and then the four magneto cap 
screws 1440. Lift the magneto up together with the 
magneto pinion cover A-9994-B and change the set- 
ting of the gear as described under "Timing the Mag- 
neto" Part V. 

The magnetos and pinion cover can be bolted down 
in place. 

156 



AERONAUTICAL ENGINES 



If the magnetos do not synchronize properly, the 
three bolts, holding the flanges 9958 and A-9462-B 
together, can be loosened. The flanges having elon- 
gated holes in them, can be shifted either way in 
order to correct the synchronizing of the magnetos. 
The bolts can then be tightened. 

Removing Connecting Rods — Model "A" Engines. 

Remove the cotter pins and nuts from the four bolts 
holding the outer connecting-rod. Remove the cap 
by a light tap on the lower bridged portion of the rod. 
Care must be taken not to spring the lower half of the 
outer connecting rod. A little abuse will cause this 
member to bind. 

Remove the cotter pins and extract the two cap 
screws on the inner connecting rod. 

Make sure when removing the rod that its lower 
half clears the plug in the end of the main bearing 
journal between the crankarms on the crankshaft. 
An interference here will burr the babbitt. 

Keep the caps of the connecting rods bolted to their 
particular rod. 

Replacing Connecting Rods on Crankshaft — 
Model "A" Engine. 

The connecting rods are replaced in the opposite 
manner in which they are removed. For clearances 
see "Clearance Allowance Chart" Model "A." 

In fitting Model "A" connecting rods, make sure 
the stepped joint of the inner rod and cap are a very 
good fit, otherwise the rod will not hold its shape. 

All babbit is on the inside connecting rod and 
cannot be adjusted for wear. The inside of the inner 
rod running directly on the crankshaft while the outer 
rod runs on the babbitt, on the outside of the inner 
rod. 

Rebabbitting these inner connecting rods is purely 
a factory proposition and should not be attempted at 
a flying field or repair station. 

157 



H I S P A N O 



S U 



Z A 




11554 



Plate 67 
Removing oil pressure relief valve. Model A 



Removing Pistons from Connecting Rods 
"A" Engine. 



Model 



Turn the crankshaft so the pistons to be removed 
are in the upper position. 

Turn the oil rings so that the cotter pins in piston 
pin set screws A-B-862-A may be removed. Remove 
set-screws by turning to the left and withdrawing. 
Piston pins can be driven out with a pin driver, which 
will center itself in the hollow piston. See Plate 47. 

The driver should be smaller than the piston pin. 
Use a mallet to strike with. Always back up the piston. 
See Plate 47. Always start to drive out the piston pin 
from the side opposite the piston pin set-screw. 

It is not necessary to separate rods and pistons 
every time an engine is torn down, only when it is 
necessary to inspect piston pins and bearings. 

158 



AERONAUTICAL ENGINES 




Plate 68 
Removing or attaching propeller hub. Model A 

Replacing Pistons on Connecting Rods — Model 
"A" Engine. 

The piston may be assembled to the rods next. 
Each pin is marked. 1-L goes on the connecting rod 
nearest the tapered end of the crankshaft on the left 
side. 1-R goes on the right side just across from 1-L. 
The half-circular groove which carries the oil to the 
piston pins should always be turned toward the inside 
of the engine. The piston pins entering piston at the 
side where the lock-screw is located. 

Circulation with an Oil Radiation — Model "A." 

When an oil radiator is used, always make sure the 
oil suction pipe A-6904-A is plugged with a brass plug 
A-11259-A, which is wired to the intake manifold of 
each engine when shipped. 

Starting a New Model "A" Engine without an 
Oil Radiator. 

Some of our Model "A" engines have been run 
without an oil radiator. In the event that oil pressure 

159 



HISPANO — SUIZA 



does not register, make sure that the end of the oil 
pump suction pipe A-9604-A is not plugged with a 
brass plug. This can be examined by removing plug 
A-9606-A in the bottom of the lower half of the crank- 
case. 

Oil Level of Engine if Being Run Without Oil 
Radiator— Model "A." 

Before each start, be sure of the level of the oil in 
the crankcase by the aid of the gage plugs placed for 
this purpose in the right-hand side of the lower half 
of the crankcase. 

The normal lever corresponds to the height of the 
second plug, giving about 10 litres (2.64 gallons) in 
the crankcase; and should never be filled above the 
second gauge plug as the spark plugs will become fouled, 
in this event due to excess oil. 

Always allow three (3) litres (about three (3) quarts) 
of oil for every hour the engine is run wide open. 



160 



AERONAUTICAL ENGINES 

Zenith Airplane Carburetor Used on Model "A" 
Type 48 D. C. 

The Zenith Carburetor is of the compound nozzle 
type. 

Jets. 

The top of the. main nozzles or jets are placed in 
the center of a venturi throat, where the velocity of the 
air is greatest. The idling jet is between the outside 
of this venturi or barrel of the carburetor and the float 
chamber and lets gasoline and air through the throttle 
in its closed position, thereby enriching the mixture 
for low speed. 

Float Mechanism and Strainer. 

The needle valve is placed through the center of 
the float. Directly below the float chamber is the 
strainer, which is held in place by a plug screwed in 
from the bottom. By removing this plug the strainer 
can be removed and cleaned. Gasoline is taken in 
through the side of this strainer chamber, passing 
through the needle valve seat and into the float 
chamber. 

There is no adjustment for the gasoline level in the 
float chamber, it being set right at the factory. 



161 



HISPANO — SUIZA 



ADJUSTMENTS 

Altitude Adjustment Zenith Carburetor. 

The mixture proportion delivered by this carburetor 
is subject to little variation in passing from sea level 
to approximately 915 meters or 3000 feet altitude. 
The pilot's control fitted with the proper size jets and 
the pilot's control lever in the "rich" position gives a 
slightly richer mixture than necessary. By moving the 
lever forward to the "lean" position, the mixture can 
be corrected for about 3050 meters or 10,000 feet 
altitude. 

This control of the mixture is obtained by the rota- 
tion of the sleeve of the pilot's control, which opens to a 
greater or lesser extent, or closes off entirely, communi- 
cation between the float chamber space and holes 
drilled in the barrel of the carburetor just above the 
top of the venturi. 

The float chamber has also two smaller atmospheric 
vent holes communicating through gauze strainers with 
the interior of the air entrance of the carburetor. When 
the altitude adjustment is full open a considerable suc- 
tion is communicated to the float chamber and this 
suction opposes the suction at the main jets, thereby 
reducing gasoline flow through the main jets. 

When the altitude adjustment is shut off entirely 
atmospheric pressure exists in the float chamber and 
the maximum gasoline delivery is obtained. With the 
throttle only partially opened the gasoline flow is cor- 
respondingly reduced. 

Since a strong suction exists in the float chamber 
when the control is in the "lean" position, care should be 
taken that the joint between the upper and lower 
halves of the carburetor is kept tight, also that the 
gasoline channel plugs in the lower part of the carbure- 
tor are drawn tight on their gaskets. If these are 
allowed to leak it will interfere somewhat with the 
mixture regulation. 

162 



AERONAUTICAL ENGINES 



Idle Adjustment. 

The idle adjustment affects the low speed only and 
has practically no effect on the high-speed action. On 
top of the float chamber on the side of the barrel of 
the carburetor are two set-screws fastened with wire. 
Remove these screws and lift out the idling jets. These 
must be removed in order to be adjusted. Holding the 
top half and turning the bottom half to the right will 
cut down the air supply, thereby making the mixture 
rich at idling speeds. Turning to the left will lean 
the mixture. 

An average adjustment is obtained when the idle 
adjustment screw is unscrewed about one-and-a-half 
full turns from a seating position. An exact adjust- 
ment is made at the factory when the engine is tested 
and will require changing only under extreme weather 
conditions. 

It is sometimes found necessary to change the com- 
pensating jets to suit the varying weather conditions; 
using 150 compensating jets for warm weather and 170 
for cold weather. In some cases an intermediate com- 
pensating jet of 160 has been used. 

The jets above referred to are graded and numbered 
according to millimeters, thus 160 meaning 1.60 m/m 
or .063". 

The Venturis are numbered according to the smallest 
inside diameter, in millimeters. 

Carburetor Leaking or "Flooding." 

If leaking or flooding occurs, a careful inspection 
should first be made to see whether the leakage is due 
to some plug below the normal gasoline level of the 
carburetor being loose on its gasket, or whether the 
float valve is insecurely seated, allowing the level to rise 
so that the gasoline overflows from the main discharge 
jets. In the latter case the strainer chamber should be 
inspected and drained to remove any- dirt, and the 

163 



HISPANO — SUIZA 



carburetor flushed to wash out any particles of dirt on 
the needle valve seat. If this does not remedy the 
trouble it will be necessary to replace a new needle valve 
or seat, or both, as required. To do this the carburetor 
will have to be taken in half, the seat can then be moved 
from the bottom of the float chamber and a new needle 
inserted in the top half of the float chamber. 

The level is determined by the float action and should 
be approximately 32 m/m or l}i" below the junction 
of the two halves of the carburetor. 

Both the compensator and main jets are readily ac- 
cessible from the bottom of the carburetor after the air 
horn has been removed. 



164 






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164 



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5 



Plate 70 

(Installation Drawing. Model A) 




zerwr/v a>l/r&e/W7l&? 



Plate 7 1 
Zenith Carburetor — Cross-section view. Model A 



HISPANO — SUIZA 



DATA 

HISPANO-SUIZA 
MODEL A 150 H. P. 

Number of cylinders :....8 

Bore of cylinders 120 m/m— 4.724" 

Stroke of cylinders 130 m/m— 5.118" 

Displacement 11762.15 cu. cm. — 718.88 cu. in. 

Weight of engine, complete with propeller hub, 
flange and bolts, carburetor mounted, and two 
magnetos, but without radiator, water, oil, start- 
ing device, propeller or gasoline supply system, 

approximately 445 lbs. 

Compression ratio 4.72 to 1 

Brake horsepower at 1450 r. p. m. on ground 150 

Firing order 1L-4R-2L-3R-4L-1R-3L-2R 

Rotation of Engine standing at back and looking 

toward propeller Clockwise 

Rotation of camshafts (looking toward propeller) 

Anti-clockwise 

Speed of camshaft One-half engine speed 

Tachometer connection speed One-half engine speed 

Tachometer connection rotation (looking toward 

propeller Anti-clockwise 

Diameter of valves (at clear) 50 m/m — 1.968" 

Lift of valves 10 m/m— .393" 

Clearance between back of cam and valve tappet 

...2 m/m— .078" 

Rotation of right-hand magneto (looking at driv- 
ing end) Anti-clockwise 

Rotation of left-hand magneto (looking at driving 

end) Anti-clockwise 

Magneto speed Same as engine speed 

Gap on Magneto platinum points 020" 

Spark plug gap 021" 

Maximum gasoline consumption per H. P. hour 

55 lbs. 

Gasoline consumption gallons per hour at 1450 
r. p. m. of engine on ground, about 13 to 15 gal. 

166 



AERONAUTICAL ENGINES 



Air pump capacity at 1450 r. p. m. of engine on 

ground 10 lbs. 

Gasoline air pressure (not over) 2 lbs. 

Maximum oil consumption lbs. per H. P. hour. ..0388 lbs. 
Oil consumption gallons per hour at 1450 r. p. m. 

of engine about % gal. 

Delivery of oil pump against 50 lbs. pressure at 66° 

C. or 150° F and 1450 r. p. m. of engine about 

; 2.20 gal. 

Oil pressure, with oil temperature at 66° C or 

150° F and engine making 1450 r. p. m. 

about 50 lbs. 

R. P. M. of oil pump 1.2 times engine r. p. m. 

Amount of oil in lower crankcase to bottom plug 

123^ lbs— 7 qts. 

Amount of oil in lower crankcase to center plug 

when run without an oil radiator 18 lbs. — 10 qts. 

Amount of oil in lower crankcase when run with 

an oil radiator Dry Sump 

Rotation of oil pump looking from top Anti-clockwise 

Oil temperature even in the hottest weather not to 

exceed 93° C or 200° F. and best not to exceed 

71° C or 160° F 

Delivery of water pump with free outlet, at 49° C 

or 120° F and 1450 r. p. m. of the engine about 

v 26^ gal. 

R. P. M. of water pump 1.2 times engine r. p. m. 

Rotation of water pump looking from top... Anti-clockwise 

Maximum outlet water temperature 88° C or 190° F 

Desired outlet water temperature 28° C or 100° F 

Intake opens 10° after top center 

Intake closes 50° after bottom center 

Exhaust opens 45° before bottom center 

Exhaust closes 10° after top center 

Spark advance 20° — 20' before top center 

Degrees inlet valves stay open 220° 

Degrees exhaust valves stay open 235° 

Carburetor: Twin type (Stromberg NA-D4) 

Barrel Diameter 1.937" 

Choke Diameter at throat 1.312" 

Body metering nozzle No. 46 Drill 

167 



HI SPANO — SUIZA 



Accelerating metering nozzle...No. 44 Drill 
Altitude adjustment will lean the mix- 
ture about 33^% 

Carburetor: Twin type (Zenith) 

Barrel Diameter 48 m/m= 1.88" 

Choke Diameter 28m/m= 1.10" 

Compensating Jet, 150, 160, 170 (ac- 
cording to weather conditions) 

Main Jet 140 

Altitude adjustment will lean the mixture 
about 10%. 



168 



AERONAUTICAL ENGINES 
PART XXIV 

REFERENCE TABLE 

METRIC CONVERSION TABLES 
METRIC TO ENGLISH 



Metric 


M/M 


Meters 


Kilometers 


Liters to 


Kilograms 


Units 


to Inches 


to Feet 


to Miles 


Gallons 


to Pounds 


1 


0.03937 


3.28083 


0.62137 


0.26418 


2.2046 


2 


. 07874 


6.56167 


1 . 24274 


0.52836 


4.4092 


3 


.11811 


9.84250 


1.86411 


0.79253 


6.6139 


4 


. 15748 


13.12333 


2.48548 


1.05671 


8.8185 


5 


. 19685 


16.40417 


3.10685 


1.32089 


11.0231 


6 


. 23622 


19.68500 


3.72822 


1 . 58507 


13.2277 


7 


. 27559 


22.96583 


4.34959 


1 . 84924 


15.4324 


8 


.31496 


26.24667 


4.97096 


2.11342 


17.6370 


9 


. 35433 


29.52750 


5.59233 


2.37760 


19.8416 


10 


. 39370 


32.80833 


6.21370 


2.64178 


22.0462 


11 


.43307 


36.08917 


6.83507 


2.90595 


24.2508 


12 


. 47244 


39.37000 


7.45644 


3.17013 


26.4555 


13 


.51181 


42.65083 


8.07781 


3.43431 


28.6601 


14 


.55118 


45.93167 


8.69918 


3.69849 


30.8647 


15 


. 59055 


49.21250 


9 . 32055 


3.96266 


33.0693 


16 


. 62992 


52.49333 


9.94192 


4.22684 


35 . 2740 


17 


.66929 


55.77417 


10.56329 


4.49102 


37.4786 


18 


. 70866 


59.05500 


11.18466 


4.75520 


39.6832 


19 


. 74803 


62.33583 


11.80603 


5.01937 


41.8878 


20 


. 78740 


65.61667 


12.42740 


5.28355 


44.0924 


21 


. 82677 


68.89750 


13.04877 


5.54773 


46.2971 


22 


.86614 


72.17833 


13.67014 


5.81191 


48.5017 


23 


.90551 


75.45917 


14.29151 


6.07608 


50.7063 


24 


. 94488 


78.74000 


14.91288 


6.34026 


52.9109 


25 


. 98425 


82.02083 


15.53425 


6.60444 


55.1156 


26 


1 . 02362 


85.30167 


16.15562 


6.86862 


57.3202 


27 


1.06299 


88.58250 


16.77699 


7.13280 


59.5248 


28 


1 . 10236 


91.86333 


17.39836 


7.39697 


61.7294 


29 


1.14173 


95.14417 


18.01973 


7.66115 


63.9340 


30 


1.18110 


98.42500 


18.64110 


7.92533 


66.1387 


31 


1 . 22047 


101.70583 


19.26247 


8.18951 


68.3433 


32 


1.25984 


104.98667 


19.88384 


8.45368 


70.5479 


33 


1.29921 


108.26750 


20.50521 


8.71786 


72.7525 


34 


1.33858 


111.54833 


21.12658 


8.98204 


74.9572 


35 


1 . 37795 


114.82917 


21.74795 


9.24622 


77.1618 


36 


1.41732 


118.11000 


22.36932 


9.51039 


79.3664 


37 


1 . 45669 


121.39083 


22.99069 


9.77457 


81.5710 


38 


1 . 49606 


124.67167 


23.61206 


10.03875 


83.7756 


• 39 


1.53543 


127.95250 


24.23343 


10.30293 


85.9803 


40 


1.57480 


131.23330 


24.85480 


10.56710 


88.1849 


41 


1.61417 


134.51417 


25.47617 


10.83128 


90.3895 


42 


1 . 65354 


137.79500 


26.09754 


11.09546 


92.5941 


43 


1.69291 


141.07583 


26.71891 


11.35964 


94.7988 


44 


1 . 73228 


144.35667 


27.34028 


11.62381 


97.0034 


45 


1.77165 


147.63750 


27.96165 


11.88799 


99.2080 


46 


1.81102 


150.91833 


28.58302 


12.15217 


101.4126 


47 


1 . 85039 


154.19917 


29.20439 


12.41635 


103.6173 


48 


1 . 88976 


157.48000 


29.82576 


12.68052 


105.8219 


49 


1.92913 


160.76083 


30.44713 


12.94470 


108.0265 


50 


1 . 96850 


164.04167 


31.06850 


13.20888 


110.2311 


100 


3.93700 


328.08334 


62.13700 


26.41776 


220.4622 



169 



H 



SPANO — SUIZA 



METRIC CONVERSION TABLES 
ENGLISH TO METRIC 



English 
Units 


Hundredths 
of an Inch to 

M/M 


Feet to 


Miles to 


Gallons to 


Pounds to 


Meters 


Kilometers 


Liters 


Kilometers 


1 


0.254 


0.30480 


1 . 6093 


3.7853 


0.45359 


2 


0.508 


. 60960 


3.2187 


7.5707 


.90718 


3 


0.762 


.91440 


4.8280 


11.3560 


1 . 36078 


4 


1.016 


1.21920 


6.4374 


15.1413 


1.81437 


5 


1.270 


1 . 52400 


8.0467 


18.9267 


2.26796 


6 


1.524 


1 . 82880 


9.6561 


22.7120 


2.72155 


7 


1.778 


2.13360 


11.2654 


26.4973 


3.17515 


8 


2.032 


2.43840 


12.8748 


30.2827 


3.62874 


9 


2.286 


2.74321 


14.4841 


34.0680 


4.08233 


10 


2.540 


3.04801 


16.0935 


37.8533 


4.53592 


11 


2.794 


3.35281 


17.7028 


41.6387 


4.98552 


12 


3.048 


3.65761 


19.3122 


45.4240 


5.44311 


13 


3.302 


3.96241 


20.9215 


49.2093 


5.89670 


14 


3.556 


4.26721 


22.5309 


52.9947 


6.35029 


15 


3.810 


4.57201 


24.1402 


56.7800 


6.80389 


16 


4.064 


4.87681 


25.7496 


60.5653 


7.25748 


17 


4.318 


5.18161 


27.3589 


64.3506 


7.71107 


18 


4.572 


5.48641 


28.9682 


68.1360 


8.16466 


19 


4.826 


5.79121 


30.5776 


71.9213 


8.61826 


20 


5.080 


6.09601 


32.1869 


75.7066 


9.07185 


21 


5.334 


6.40081 


33.7963 


79.4920 


9.52544 


22 


5.588 


6.70561 


35.4056 


83.2773 


9.97903 


23 


5.842 


7.01041 


37.0150 


87.0626 


10.43263 


24 


6.096 


7.31521 


38.6243 


90.8480 


10.88622 


25 


6.350 


7.62002 


40.2337 


94.6333 


11.33981 


26 


6.604 


7.92482 


41.8430 


98.4186 


11.79340 


27 


6.858 


8.22962 


43.4524 


102.2040 


12.24700 


28 


7.112 


8.53442 


45.0617 


105.9893 


12.70059 


29 


7.366 


8.83922 


46.6711 


109.7746 


13.15418 


30 


7.620 


9.14402 


48.2804 


113.5600 


13.60777 


31 


7.874 


9.44882 


49.8898 


117.3453 


14.06137 


32 


8.128 


9.75362 


51.4991 


121.1306 


14.51496 


33 


8.382 


10.05842 


53.1085 


124.9160 


14.96855 


34 


8.636 


10.36322 


54.7178 


128.7013 


15.42214 


35 


8.890 


10.66802 


56.3272 


132.4866 


15.87573 


36 


9.144 


10.97282 


57.9365 


136.2720 


16.32933 


37 


9.398 


11.27762 


59.5458 


140.0573 


16.78292 


38 


9.652 


11.58242 


61.1552 


143.8426 


17.23651 


39 


9.906 


11.88722 


62.7645 


147.6280 


17.69010 


40 


10.160 


12.19202 


64.3739 


151.4133 


18.14370 


41 


10.414 


12.49682 


65.9832 


155.1986 


18.59729 


42 


10.668 


12.80163 


67.5926 


158.9840 


19.05088 


43 


10.922 


13.10643 


69.2019 


162.7693 


19.50447 


44 


11.176 


13.41123 


70.8113 


166.5546 


19.95807 


45 


11.430 


13.71603 


72.4206 


170.3400 


20.41166 


46 


11.684 


14.02083 


74.0300 


174.1253 


20.86525 


47 


11.938 


14.32563 


75.6393 


177.9106 


21.31880 


48 


12.192 


14.63043 


77.2487 


181.6960 


21 . 77244 


49 


12.446 


14.93523 


78.8580 


185.4813 


22.22603 


50 


12.700 


15.24003 


80.4674 


189.2666 


22.67962 


100 


25.400 


30.48006 


160.9347 


378.5330 


45.35924 



170 



AERONAUTICAL ENGINES 



SPECIFIC GRAVITY EQUIVALENTS FOR DEGREES 
BEAUME FOR LIQUIDS LIGHTER THAN WATER 



FORMULA: DEGREES BEAUME 



140 



= 130 



SP. GR.|£-F. 
60° 



SP. GR. TAKEN AT 60° F. AND REFERRED TO DISTILLED WATER 
AT 60° F 



Beau- 


Specific 


Pounds 


Beau- 


Specific 


Pounds 


Beau- 


Specific 


Pounds 


me 


Gravity 


Per 

Gallon 


me 


Gravity 


Per 

Gallon 


me 


Gravity 


Per 

Gallon 


10 


1 . 0000 


8.33 


37 


.8383 


6.98 


64 


.7217 


6.01 


11 


.9929 


8.27 


38 


.8333 


6 94 


65 


.7179 


5.98 


12 


.9859 


8.21 


39 


.8285 


6.90 


66 


.7143 


5.95 


13 


.9790 


8.16 


40 


.8235 


6.86 


67 


.7107 


5.92 


14 


.9722 


8.10 


41 


.8187 


6.82 


68 


.7071 


5.89 


15 


.9655 


8.04 


42 


.8139 


6.78 


69 


.7035 


5.86 


16 


.9589 


7.99 


43 


.8092 


6.74 


70 


.7000 


5.83 


17 


.9524 


7.93 


44 


.8046 


6.70 


71 


.6965 


5.80 


18 


.9459 


7.88 


45 


.8000 


6.66 


72 


.6931 


5.78 


19 


.9396 


7.83 


46 


.7955 


6.63 


73 


.6897 


5.75 


20 


.9333 


7.78 


47 


.7909 


6.59 


74 


.6863 


5.72 


21 


.9272 


7.72 


48 


.7865 


6.55 


75 


.6829 


5.69 


22 


.9211 


7.67 


49 


.7821 


6.52 


76 


.6796 


5.66 


23 


.9150 


7.62 


50 


.7777 


6.48 


77 


.6763 


5.63 


24 


.9091 


7.57 


51 


.7735 


6.44 


78 


.6730 


5.60 


25 


.9032 


7.53 


52 


.7692 


6.41 


79 


.6698 


5.58 


26 


.8974 


7.48 


53 


.7650 


6.37 


80 


.6666 


5.55 


27 


.8917 


7.43 


54 


.7609 


6.34 


81 


.6635 


5.52 


28 


.8861 


7.38 


55 


.7568 


6.30 


82 


.6604 


5.50 


29 


.8805 


7.34 


56 


.7527 


6.27 


83 


.6573 


5.48 


SO 


.8750 


7.29 


57 


.7487 


6.24 


84 


.6542 


5.45 


31 


.8696 


7.24 


58 


.7447 


6.20 


85 


.6511 


5.42 


32 


.8642 


7.20 


59 


.7407 


6.17 


86 


.6481 


5.40 


33 


.8589 


7.15 


60 


.7368 


6.14 


87 


.6451 


5.38 


34 


. 8537 


7.11 


61 


.7329 


6.11 


88 


.6422 


5.36 


35 


.8485 


7.07 


62 


.7292 


6.07 


89 


.6392 


5.33 


36 


.8433 


7.03 


63 


.7254 


6.04 


90 


.6363 


5.30 



171 



H I S P A N O 



SUIZA 



M EM O RAND U M 



172 



AERONAUTICAL ENGINES 

PART XXV 

Model I and E, 150 H. P. and 180 H. P. 
Hispano-Suiza Engine 

PARTS CATALOGUE 



Part No. 

No. Per Engine Name of Part 

B-23 1 12 m/m x 1.25 P. Brazing 

Union Nut 

B-26 4 §f" ID Gasket 

B-27 4 H" ID Gasket 

B-28 9 ft" ID x if" OD Gasket 

B-31 1 Iff' IDx2 A" OD Gasket 

B-32 1 2ff " I D x 2 W OD Gasket 

B-33 2 1" 1DX lJf'OD Gasket 

B-64 12 Cotterpins, &" dia. x 1" long 

B-93 14 6 m/m x 1 P. Nut 

T-129 2 Camshaft Gear Key 

B-194 2 Oil Pump Spring 

T-210 20 8 m/m x 1.25 P. Stud, xl A" long 

B-351 4 Priming Cups 

657 10 Cotterpin, &" dia. x 1" long 

594-P 16 Piston Ring, L. H. 

595-P 16 Piston Ring, R. N. 

596-P 8 Piston Oil Ring 

Y656 2 Cotterpin, A" dia. x %" long 

B-754 2 6 m/m x ff " Lock Screw 

B-757 2 Stud, 8 m/m x 1.25 P. x %" long 

B-759 1 \y 2 " ID X lfi OD x A" Tk. 

Gasket 

B-760 1 Oil Manifold Plug Gasket 



IDx I^'OD 



2 3// 
32 



B-761 3 #±" I DX ff " 0D Gasket 

B-767 10 .3 IS" dia. x %" Dowel 

B-768 12 .236" dia. x % " Dowel 

B-781 2 Propeller Hub Key Screw 

B-782 2 Stud, 8 m/m dia. x 1.25 P. xl&' 



173 



HISPANO — SUIZA 



Name of Part 

Stud. 8 m/m dia. x 1.25 P. x 

W" 
Stud, 6 m/m dia. x 1 P. x lfo" 

long 
Intake Pipe and Tee Gasket 
Carburetor Gasket 
Intake Pipe Gasket 
Lockwasher for 6 m/m Bolt 
Lockwasher for 8 m/m Bolt 
Stud, 6 m/m x 1 P. x ft" long 
Propeller Hub Bolt Nut 
5 m/m x .75 P. x &" Fill. Head 

Mach. Scr. 
Magneto B. B. Nut Lock Spring 
No. 2 Taperpin x X^i" long 
Air Pump Valve Washer 
Air Pump Cover Gasket 
8 m/m x 1.25 P. x 3fy" Stud 
Stud, 8 m/m x 1.25 P. x lfcfc" 

long 
Cylinder Cover Screw Bushing 
Camshaft Center Bearing Screws 
8 m/m x 1.25 P. Stud, x 1|J" 

long 
Cylinder Studs 

Crankshaft Center Bearing Studs 
Crankshaft Rear Bearing Studs 
Crankshaft Front Bearing Studs 
Water Pump Cover Screws 
Stud, 8 m/m x 1.25 P. x W 

long 
Stud, 8 m/m x 1.25 P. x 1&" 

long 
Main Beanng Screws 
Water Pump Cover Gasket 
Oil Pipe Flange Gasket 
Oil Pump Gasket 
Water Pump Bkt. Gasket 
Oil Pipe Nipple 

174 



Part 


No. 


No. 


Per Engine 


B-783 


5 


B-784 


6 


A-B-785-A 


2 


A-B-786-A 


1 


B-788 


4 


B-789 


8 


B-790 


34 


B-794 


8 


B-797 


8 


B-803 


1 


B-807 


1 


T-853 


2 


B-886 


1 


B-887 


1 


T-948 


12 


T-949 


8 


T-950 


22 


T-952 


8 


T-954 


10 


A-T-955-A 


72 


A-T-956-A 


8 


A-T-957-A 


2 


A-T-958-A 


2 


A-T-960-A 


6 


T-961 


8 


T-964 


24 


T-970 


4 


T-982 


1 


T-984 


2 


T-987 


1 


T-988 


1 


T-989 


2 



AERONAUTICAL ENGINES 



Part 


No. 




No. 


Per Engine Name of Part 


T-990 


2 


Oil Pipe Nipple Packing Nut 


A-T-1019A 


8 


Crankshaft Bearing Stud Nut 


T-1032 


2 


Cylinder Cover Gasket 


T-1035 


4 


10 m/m Special Nut 


T-1037 


4 


Oil Pipe Bkt. Screws 


T-1092 


12 


Water Pipe Gasket 


1437 


4 


A" .dia. x %" Dowel 


1439 


2 


Cylinder Base Gasket 


1440 


8 


Magneto Cap Screws 


1441 


3 


10 m/m x 1.5 P. x 1&" Stud 


1444 


3 


10 m/m x 1.5 P. Plain Nut 


1455 


1 


Running Magneto, R. H. 


1456 


1 


Running Magneto, L. H. 


1458 


13 


ff" ID Plain Washer 


6204 


2 


H. B. Bal Bearing No. 6204 


6207 


1 


H. B. Ball Bearing No. 6207 


6408 


1 


H. B. Ball Bearing No. 6408 


9608 


1 


Crankcase Rear Plug 


9615 


16 


Valve Tappet 


A-9616-B 


16 


Valve Tappet Washer 


9619 


2 


Camshaft Bearing, Front 


A-9620-B 


2 


Camshaft Bearing , Center 


A-9621-B 


2 


Camshaft Center Bearing Cap 


A-9622-B 


2 


Camshaft Bearing, Rear 


10729 


2 


Camshaft Nut 


9635 


8 


Connecting Rod Bushing 


9638 


1 


Crankshaft Gear 


9644 


2 


Vertical Shaft Collar 


9645 


2 


Vertical Shaft Thrust Washer 


A-9646-B 


2 


Vertical Shaft Bearing, Upper 


A-9647-B 


2 


Vertical Shaft Bearing, Lower 


A-9648-A 


1 


Oil Pump Gear Bushing 


9667 


31 


38 m/m x 1.5 m/m P. Plug 


A-9668-C 


2 


Camshaft 


A-9908-A 


16 


Valve Spring, Outer 


A-9909-A 


16 


Valve Spring, Inner 


9930 


2 


Magneto Drive Pinion Taperpin 


9939 


2 


Camshaft Front Bearing Washer 


A-9941-B 


2 


Vertical Shaft Gear, Lower 



175 



H I S P A N O 



SUIZA 



Part 


No. 


No. 


Per Engine 


9943 


2 


9960 


1 


A-9967-B 


3 


A-9968-B 


3 


10357 


2 


A-10372-B 


1 


A-10374-C 


1 


A-10376-A 


1 


A-10378-A 


1 


A-10379-B 


1 


A-10380-A 


1 


10381 


16 


10424 


1 


A-10428-C 


1 


A-10430-A 


1 


A-10431-A 


1 


A-10432-A 


1 


10433 


5 


A-10434-A 


3 


10435 


1 


A-10443-C 


1 


A-10444-C 


1 


10473 


2 


10487 


2 


A-10490-D 


1 


10495 


2 


A-10499-B 


1 


10500 


1 


A-10510-A 


1 


10540 


1 


10561 


1 


10637 


1 


10659 


2 


10661 


2 


10685 


2 


10687 


1 


10693 


1 


10832 


8 



Name of Part 

Oil Pipe Flange 

Breather Cap 

Crankshaft I nter. Bearing, Lower 

Crankshaft I nter. Bearing, Upper 

Gear Housing Packing Nut 

Water Pump Bracket 

Water Pump Cover 

Water Pump Shaft 

Water Pump Bushing 

Oil Pump Shaft 

Oil Pump Gland Nut 

Spark Plug Bushing 

Oil Pump Body 

Inlet Manifold Tee 

Inlet Flange Tube 

Inlet Pipe Flange 

Inlet Pipe Packing Nut 

18 m/m x 1.5 m/m Plug 

Water Nozzle 

Oil Manifold Cap 

Inlet Manifold L. H. 

Inlet Manifold R. H. 

Vertical Shaft 

Vertical Shaft Casing Nut Lock 

Ring 
Cylinder Casting R. H. 
Oil Pump Vane 
Oil Pump Drive Pinion 
Oil Filter Ferrule 
Crankshaft B. B. Washer 
Propeller Hub Flange 
Tachometer Coupling 
Crankshaft Centering Lock Nut 
Vertical Shaft Gear Collar 
Vertical Shaft Gear Cover 
Vertical Shaft Gear Cover Gasket 
Oil Pump Hose Connection 
Crankshaft Centering Nut Lock 
Exhaust Pipe Flange 



176 



AERONAUTICAL ENGINES 



Part 


No. 


No. 


Per Engine 


10946 


8 


10963 


8 


A-11003-A 


1 


11006 


1 


A-11008-B 


1 


A-11009-B 


1 


11012 


1 


A-11018-B 


2 


11025 


1 


11026 


1 


11027 


1 


11028 


1 


11041 


2 


11053 


1 


A-11107C 


8 


A-11108-D 


1 


11137 


8 


11160 


2 



11161 
11162 



11163 


8 


11164 


4 


A-11165-B 


2 


11168 


1 


11169 


10 


11171 




11185 




11188 




A-11189-A 




A-11190-A 




A-11191-A 




A-11192-A 




A-11194-C 




A-11198-A 


2 



Name of Part 

Exhaust Pipe Flange Gasket 

Adm. Valve 

Propeller Thrust Bearing Nut 

Thrust-Bearing (Propeller) 

Crankshaft Front Bearing, Upper 

Crankshaft Front Bearing, Lower 

Thrust Bearing Nut Lock 

Propeller Thrust Bearing Washer 

Oil Filter Cap 

Oil Filter Ring 

Oil Filter, 35 Mesh per Inch 

Oil Filter Bottom, 18 Mesh per 
Inch 

Cyl. Oil Pipe Bracket 

Oil Manifold Plug 

Cyl. (Steel Sleeve) 

Cyl. Casting L. H. 

Water Hole Plate 

Wire Manifold End Tube (Rub- 
ber Hose) 

.066"-072" dia. x 
Rivet 

.035"-042" dia. x 

^ Rivet 

Connecting Rod Bushing Dowel 

Oil Manifold Tube 

Camshaft Oil Pipe 

Water Pump Packing 

Cotterpin, yq" dia. x Y^' long 

Oil Manifold Sleeve 

Main Oil Tube Plug 

Stuffing Box Packing (Asbestos 
Cord y 8 " dia. 

Manifold Water Pipe Nipple 

Manifold Water Pipe Nozzle 

Manifold Water Pipe Nut 

Manifold Water Pipe 

Water Pump Body 

Water Pump Thrust Button - 



_3_// 
16 



Long, 
Long, 



177 



HISPANO — SU 



Z A 



Part 


No. 


No. 


Per Engine 


11201 


1 


A-11202-B 


1 


A-11204-A 


3 


11206 


1 


11207 


3 


11208 




11233 


1 


A-11236-A 


4 


A-11245-A 


6 


11269 


4 


11301 


4 


11302 


12 


11303 


73 


11304 


16 


11305 


72 


11311 


1 


11312 


6 


11313 


3 


A-11314-A 


2 


11322 


4 


11323 


8 


11324 


4 


11340 


16 


11342 


1 


11348 


2 


11326 




11378 


1 


11397 


1 


11403 


2 


11429 


1 


11440 


33 



11442 



Name of Part 

Oil Manifold Tube, Rear 
Oil Manifold Tube, Front 
Manifold Water Pipe Coupling 

Hose, %" ID x 3 ply 
Tachometer Coupling Pins 
Cotterpins, / ¥ " dia. x y 2 " long 
-h" Dia. Wire (Soft Iron) 
M" Pipe Plug 
Water Pump Hose Clamps 
Clamp for %" ID Hose 
Air Pump Valve Washer 
Blind Nut, 8 m/m 
8 m/m x 1.25 P. Slotted Nut 
Nut, 8 m/m x 1.25 m/m P. x A" 

long 
Nut, 8 m/m x 1.25 P. x H" long 
10 m/m x 1.5 P. x Jf" Nut 
8 m/m x 1.25 P. x HJ" Hex. 

Hex. Set Scr. 
Crankcase Flange Bo't 
Plug, 12 m/m x 1.25 P. 
Vertical Shaft Bearing Screw 
&" Dia. x y 2 " long, Flat Hd. 

Rivet 
Crankshaft Plug, 25 m/m 
Crankshaft Plug, Small 
Ignition Wire Terminals 
Starting Magneto 
Cotterpins {}/£' dia. x iy 2 " 

long) 
Ignition Wire, iy 2 m/m dia. 
12 m/m x 1.25 P. Brazing Union 

Nozzle 
Nut Lock Ring 
Camshaft Gear 
Ignition Manifold 
\y 2 " ID x l|f OD. x A Tk. 

Gasket, Copper and Asbestos 
Ignition Manifold Straps 



178 



AERONAUTICAL ENGINES 



Part 


No. 


No. 


Per Engine 


11449 


12 


11457 


4 


11468 


1 


11469 


1 


11497 


2 


11513 


16 


11512 


16 


11527 


1 


11530 


1 


11531 


1 


11570 


2 Sets 


11574 


16 


11626 


1 


11657 


1 


11658 


1 


11659 


1 


11660 


1 


11661 


1 


11662 


1 


11663 


1 


11664 


1 


11670 


8 


11671 


8 


11672 


8 


11673 


4 


11674 


4 


11675 


4 


11676 


4 


11677 


22 


11678 


2 


11680 


2 


11682 


1 


11683 


8 


11686 


8 


11687 


8 


11688 


8 


11689 


16 



Name of Part 

Ignition Wire Ring, Large 
Ignition Wire Ring, Small 
Tachometer Drive Shaft 
Tachometer Drive Shaft Bushing 
Vertical Shaft Casting Nut 
Valve Spring Washer, Lower 
Spark Plugs 

Oil Pressure Relief Body 
Oil Pressure Relief Spring 
Oil Pressure Relief Plunger 
Ignition Wire Markers 
Spark Plug Bushing Gasket 
Propeller Hub Key 
Magneto Pinion 
Water Pump Impeller 
Air Pump Body 
Air Pump Tappet 
Air Pump Tappet Spring 
Air Pump Tappet Spring Re- 
taining Wash. 
Air Pump Plunger Buffer 
Air Pump Valve Spring 
Piston (Low Compression) 

4.72 to 1 ratio 
Piston Pin 

Piston Pin Lock Ring 
Connecting Rod, Outer 
Connecting Rod, Inner 
Connecting Rod Bearing 
Connecting Rod Bearing Cap 
Cylinder Cover Screw 
Vertical Shaft Casing 
Magneto Coupling Gear Key 
Water Pump Gland Nut 
Connecting Rod Outer Bolt 
Valve Guide, Admission 
Valve Guide, Exhaust 
Connecting Rod Outer Bolt Nut 
Connecting Rod Inner Bolt 






179 



H 



SPANO — SUIZA 



Part 


No. 


No. 


Per Engine 


11690 


16 


11691 


1 


11692 


1 


11707 


16 


11724 


2 


11773 


2 


11774 


2 


11782 




11783 




11787 




11788 




11791 




11800 




11813 




11818 




11861 




11862 




11863 




11865 




11867 




11871 




11879 


8 


11893 


1 


11896 


2 


11897 


2 


11898 


2 


11899 


2 


11900 


2 


11901 


24 


11902 


2 


11903 


2 



11904 



Name of Part 

Connecting Rod I nner Bolt Nut 

Cylinder Cover R. H. 

Cylinder Cover L. H. 

Connection Rod Inner Cotter 

Water Pump to Cylinder Hose 
(4 Ply Rubber Hose) l^'M.D. 

Cyl. Water Inlet Connection 

Cyl. Water Outlet Connection 

Running Magneto (Simms) L. H. 

Starting Magneto (Simms) 

Breather Tube Valve Stem 

Breather Tube Valve 

Breather Tube 

Carburetor (Stromberg) (Type 
NA-D4) 

Magneto Support Bracket 

Oil Pump Drive Nut 

Crankcase, Upper Half 

Crankcase, Lower Half 

Magneto Support Gasket 

Crankshaft 

Magneto Supp. Cover Gasket 

Running Magneto (Simms) R. H . 

8 m/m x 1.25 P. x 1-±|" Stud 

Oil Pressure Relief Cap 

Magneto Coupling Spring 

Magneto Coupling 

Magneto Coupling Spring 
Washer 

Magneto Pinion Nut 

Magneto Shaft Gear Nut 

R. H. Iron Rivet y 8 " Diam. 
x W long 

Magneto Pinion B. B. Nut 

Coupling Gear (23 Teeth) In- 
ternal 

Coupling Gear (24 Teeth) In- 
ternal 



180 



AERONAUTICAL ENGINES 



Part 


No. 




No. 


Per Engine Name of Part 


11905 


2 


Magneto Drive Shaft Gear (24 
Teeth) 


11906 


2 


Magneto Shaft Gear (23 Teeth) 


11910 


1 


Propeller Hub 


11913 


1 


Propeller Hub Nut, Inner 


11914 


1 


Propeller Hub Nut, Outer 


11915 


8 


Propeller Hub Bolt 


11924 


8 


Exhaust Valve 


11929 


1 


Oil Gage Hose Connection 


12053 


7 


Round Head Brass Machine 
Screw 


13018 


1 


Magneto Pinion Shaft 


13047 


1 


Air Pump Cover 


13048 


1 


Air Pump Valve 


13049 


1 


Air Pump Valve Leather 


13051 


1 


Air Pump Plunger Washer 


13052 


1 


Air Pump Plunger Nut 


13050 


1 


Air Pump Plunger Leather 


B-777 


2 


.1585" dia. x |f" long, Dowel 


11820 


8 


Fillister Head Screw 


11868 


2 


if" ID Gasket 


11819 


2 


Plug, %" x 18 P. 


11776 


2 


21 m/m Hose Connection 


11630 


.85 ft. 


Wire, Soft Iron .030" to .045" 
Thick 


11814 




Magneto Supp. Oil Pump Body 


11815 




Magneto Supp. Oil Pump Cover 


11816 




Oil Pump Gear 


11817 




Oil Pump Idler Gear 


11936 




Crankcase Hose Conn, for y±' 
Hose 


11963 


1 


Crankcase Hose Connection 
Screen 


11937 


2 


Cyl. Cover Screw Dowel Bushing 


11945 


2 


Cotterpin, ^" Dia. x 234" long 


A-11143-B 


2 


Valve Adjusting Wrench 


A-11144-A 


2 


Valve Adjusting Wrench Handle 


A-11145-A 


1 


10 m/m Square Head Socket 
Wrench 



181 



HISPANO — SUIZA 



Part 


No. 


No. 


Per Engine 


A-11150-B 


1 


A-11151-B 


1 


11229 


1 


A-11236-A 


4 


A-11237-A 


1 


A-11239-A 


1 


11241 


1 


A-11244-A 


1 


A-11245-A 


2 


A-11315-A 


1 


11326 


1 


A-11339-A 


1 


11440 


4 


11512 


6 


11724 


2 


11779 


1 


11785 


1 


11823 


2 


11824 


2 


11825 


4 


11826 


4 


11827 


2 


11828 


4 


11829 


4 


11830 


4 


11831 


6 


11832 


8 


11833 


2 


11834 


2 


11835 


4 


11863 


2 


11867 


2 


11868 


4 


11907 


1 



Name of Part 

Propeller Thrust Bearing Nut 

Wrench 
Water Jnlet and Pump Packing 

Nut Wrench 
Magneto Repair Kit 
Water Pump Hose Clamps 
Handle for A-11145-A 
Handle for Spark Plug Wrench 
Box for Spare Parts 
Rubber Connection for Mani- 
fold 
Clamp for %" ID Hose 
Single End Wrench for •£$" nex - 
Ignition Wire 7}4 m/m Diam. 
Spark Plug Wrench 
Gasket W ID x If J" O. D. 

x A" Tk. 
Spark Plugs 

Water Pump to Cylinder Hose 
Gasoline Strainer Ass'y. (Strom- 
berg) 
Magneto Repair Kit 
Gasket (Stromberg P6544) 
Gasket (Stromberg P6558) 
Gasket (Stromberg P6559) 
Gasket (Stromberg P6562) 
Gasket (Stromberg P6563) 
Gasket (Stromberg P6564) 
Gasket (Stromberg P6571) 
Gasket (Stromberg P6572) 
Gasket (Stromberg P-6573) 
Gasket (Stromberg P-6580) 
Gasket (Stromberg P-6582) 
Gasket (Stromberg P-3260) 
Gasket (Stromberg P-5238) 
Magneto Support Gasket 
Magneto Support Cover Gasket 
H" ID Gasket 
Instruction Book 



182 



AERONAUTICAL ENGINES 



Assembly 






No. 


Name of Assembly 


A-11149B J 


Spanner Wrench 




A-11141A : 


\ Valve Clearance 


Gauge 


11433 ] 


Propeller Hub 
Inner 


Nut Wrench, 


11434 ] 


Propeller Hub 
Outer 


Nut Wrench, 


11435 1 


Propeller Hub 
Pivot Pin 


Nut Wrench 


11436 


Propeller Hub 
Washer 


Nut Wrench 


11437 1 


Propeller Hub 
Spring 


Nut Wrench 


11438 1 


Propeller Hub 
Spring Pin 


Nut Wrench 


11924 1 


Exhaust Valve 




B-887 1 


Air Pump Cover Gasket 


A-10507-A i 


\ Exhaust Port Plate (for shipping 


A-11272 1 


CllglllCy 

Motor Cover 
engine) 


(for shipping 


A-11273 1 


Starting Magneto Cover (for 




shipping engine) 



183 



HISPANO — SUIZA 



PART XXVI 

Additional Parts Covering Model "E" 180 H. P. 
Hispano-Suiza Engine. 

For Model "E" parts all Model "\" parts are used 
except 11670 and 11800. The following parts are also 
used on Model "E." 



Part 


No. 


No. 


Per Engine Name of Part 


1908 


1 Carburetor (Stromberg) Type 




NE-D4 


1803 


8 Piston (High Compression) 5.30 




to 1 ratio 



The following is a list of parts used for synchronizer (Nelson 
Type "L" interrupter). These parts are adaptable for either the 
right or left-hand cylinder block and are used on Model "E" 
engine. 



Part 


No. 




No. 


Per Engint 


; Name of Part 


11954 


1 


Interrupter Brace (Short) Head- 


11955 


1 


pin 
Interrupter Brace (Short) Yoke 
Headpin 


11169 


1 


Cotterpin, tg" dia. x Y^' long 


11303 


1 


8 m/m x 1.25 P. Nut 


11971 


1 


8 m/m x 1.25 P. x %" Stud 


11953 


1 


Gear Shaft Ball Bearing Lock 
Nut 


11946 


1 


Interrupter B. B. Spacer 


6203 


2 


Ball Bearing 


B-790 


1 


8 m/m Lock Washer 


11951 


1 


Interrupter Gear Shaft 


11949 


1 


Interrupter Gear Shaft Housing 


11960 


1 


Interrupter Gear Shaft Housing 
Gasket 


11947 


1 


Interrupter Drive Gear 


11948 


1 


Interrupter Drive Gear Housing 


11899 


1 


Castled Nut 


657 


1 


Cotterpin 



184 



AERONAUTICAL ENGINES 



Part 


No. 




No. 


Per Engine 


Name of Part 


9930 


1 


Taperpin 


11207 


1 


Cotterpin, / T " dia. x Y^' long 


11950 


1 


Interrupter Drive Pinion 


B-794 


8 


6 m/m Stud 


B-93 


8 


6 m/m Nut 


B-789 


8 


6 m/m Lock Washer 



185 






H I S P A N O 



SUIZA 



Assembly 

No. 
11193 

11203 
11234 
11439 
11576 

11718 
11722 
11798 
11862 
11882 
12003 
12008 
12009 
12011 
12017 
12022 

12028 
12030 
12031 
12032 
12041 
12043 
12046 
12067 
12109 



12110 
12111 
12113 
12115 
12116 
12117 



MODEL "E" 180 H. P. 
ASSEMBLIES 



Name of Assembly 

Carburetor Manifold Water Pipe Assembly 
Oil Manifold Assembly 
Vertical Shaft Casing and Nut Assembly 
Propeller Hub Nut Wrench Assembly 
Tachometer Drive Shaft and Bushing 

Assembly 
Air Pressure Pump Assembly 
Oil Pressure Relief Valve Assembly 
Crankshaft and Connecting Rod Assembly 
Crankcase Lower Casting Assembly 
Magneto Support Oil Pump Assembly 
Admission Manifold Tee Assembly 
Water Pump Shaft and Impeller Assembly 
Oil Pump Assembly 
Camshaft Center Bearing Assembly 
Vertical Shaft Upper Assembly 
Admission Manifold Adj. Flange and Tube 

Assembly 
Valve Adjusting Wrench Assembly 
Admission Manifold Assembly, L. H. 
Admission Manifold Assembly, R. H. 
Camshaft Oil-Pipe and Flange Assembly 
Oil Filter Screen Assembly 
Water Pump Assembly 
Admission Valve and Adj. Nut Assembly 
Propeller Thrust-Bearing Assembly 
Connecting Rod Inner and Bushing Assembly 

(for Service and Replacement Purposes 

only) 
Connecting Rod Outer Assembly 
Ignition Wiring Manifold Assy. 
Motor Assembly Before Valve Timing 
Crankcase Stud and Bearing Assy. 
Camshaft Assembly 
Vertical Shaft Lower Assembly 



186 



AERONAUTICAL ENGINES 



Assembly 

No. Name of Assembly 

12118 Crankshaft Assembly 

12119 Piston Assembly (High Compression) 

12120 Propeller Hub Assembly 

12121 Crankcase Machining Assembly 

12122 Running Magneto Assembly, L. H. 

12123 Running Magneto Assembly, R. H. 

12125 Magneto Coupling Assembly 

12126 Magneto Support Assembly 
12130 Breather Tube Assembly 

12132 Connecting Rod Inner and Outer Assembly 

12134 Motor Assembly after Valve Timing 

12135 Spare Parts and Box Assembly 

12136 Motor Packing Assembly 

12137 Exhaust Valve and Adjusting Nut Assembly 

12138 Crankcase and Oil Plug Assembly 

12139 Cylinder Assembly Complete, R. H. 

12140 Cylinder Assembly Complete, L. H. 

12156 Connecting Rod Inner and Bearing Assembly 
12158 Motor Packing Case Assembly 
12162 Magneto Support and Oil Pump Complete 
Assy. 

12165 Cylinder Bushing and Core Plug Assembly, 

L. H. 

12166 Cylinder Bushing and Core Plug Assembly, 

R. H. 

12168 Crankcase Hose Connection and Screw As- 

sembly 

12169 Connecting Rod Inner Bearing and Cap 

Assy, (for Service and Replacement Pur- 
poses only) 

12170 Cylinder and Camshaft Bearing Assembly, 

R. H. 

12171 Cylinder and Camshaft Bearing Assembly, 

L. H. 



187 



HISPANO — SUIZA 



Model A, 150 H. P. Hispano-Suiza Engine 



PARTS CATALOGUE 



Part 


No. 




No. 


Per Engine Name of Part 


B-98 


1 


10 m/m dia. x 1.5 m/m P. Nut 


B-777 


2 


.158" dia. x 25/64" Dowel 


B-795 


1 


Starting Crank Shaft Screw 


T-1094 


3 


No. 2 Taperpin x 1J^" Long 


10385 


1 


Starting Crank Shaft 


10389 


1 


Starting Crank Collar 


10391 


1 


Starting Magneto Pinion 


10392 


1 


Starting Magneto Gear 


10394 


1 


Starting Crank Handle 


10400 


1 


Starting Crank Handle Sleeve 


10415 


1 


Starting Crank Spring 


10517 


1 


Starting Crank Double Gear 


10518 


1 


Starting Crank Gear 


10521 


1 


Starting Crank Gear Shaft 


10556 


1 


Starting Crank 


11208 


1.2 ft. A" dia. Wire 


11711 


1 


Starting Crank Bracket 


11715 


1 


Starting Crank Double Gear 
Bushing 


11716 


1 


Starting Crank Gear Bushing 


11723 


4 


Starting Magneto Cap Screw 


11726 


1 


Starting Magneto 


11741 


1 


Starting Crank Shaft Bushing 


11742 


1 


No. Taperpin x %" Long 


Note: The above 


parts are only used when starting 


cranks are required. 




11240 


1 


Crankshaft Gear Nut 


11231 


1 


Crankcase Cover, Rear 


Y652 


2 


Cotterpin, y^" dia. x %" long 


Y656 


8 


Cotterpin, ^" dia. x %" long 


B-754 


2 


6 m/m x £j" Lock Screw 


A-B-757-A 


2 


Stud, 8 m/m x 1.25 P. x %" long 


A-B-758-A 


31 


Iff" ID x lfj" OD. Gasket for 



38 m/m thread dia. 



188 



AERONAUTICAL ENGINES 



Part 


No. 




No. 


Per Engine Name of Part 


A-B-759-A 


1 


Iff ID x lfi" OD. Breather 
tube gasket. 


A-B-760-A 


1 


f|" IDx lA" OD. Gasket for 
18 m/m tread. 


A-B-761-A 


4 


H" ID x ff" OD. Gasket for 
12 m/m thread. 


A-B-763-A 


1 


Crankcase Rear Cover Gasket 


A-B-766-A 


1 


Crankshaft Key 


A-B-767-A 


8 


Crankcase Dowel 


A-B-768-A 


12 


Camshaft Bearing Dowel 


A-B-769-A 


6 


5 m/m x 75 P. Nut 


A-B-777-A 


4 


Dowel, .1586" dia. x 25/64" long 


A-B-779-A 


6 


Lockwasher for 5 m/m Bolt 


A-B-781-A 


1 


Crankshaft Key Screw 


A-B-782-A 


2 


Stud, 8 m/m dia. x 1.25 P. x 1^" 


A-B-783-A 


2 


Stud, 8 m/m dia. x 1 .25 P. xlf J" 


A-B-784-A 


8 


Stud, 6 m/m x 1 P. x 1^" long 


A-B-785-A 


2 


Intake Pipe and Tee Gasket 


A-B-786-A 


1 


Carburetor Gasket 


A-B-788-A 


4 


Intake Pipe Gasket 


A-B-789-A 


8 


Lockwasher for 6 m/m Bolt 


A-B-790-A 


24 


Lockwasher for 8 m/m Bolt 


A-B-794-A 


8 


Stud, 6 m/m x 1 P. x ff " long 


A-B-796-A 


8 


Propeller Hub Bolt 


A-B-797-A 


8 


Propeller Hub Bolt Nut 


A-B-798-A 


1 


Propeller Hub Nut Lock 


A-T-853-A 


2 


No. 2 Taperpin x 1J^" long 


A-B-862-A 


8 


Piston Pin Set Screw 


A-T-945-A 


8 


Connecting Rod Screw, Inner 


A-T-946-A 


16 


Connecting Rod Bolt, Outside 


A-T-948-A 


12 


Camshaft Bearing Stud 


A-T-949-A 


8 


Stud, 8 m/m x 1.25 P. x Iff" long 


A-T-950-A 


22 


Cylinder Cover Screw Bushing 


A-T-951-A 


22 


Cylinder Cover Screw 


A-T-952-A 


8 


Camshaft Center Bearing Screws 


A-T-954-A 


18 


8 m/m x 1.25 P. Stud, x Iff" long 


A-T-955-A 


64 


Cylinder Studs 


A-T-956-A 


8 


Crankshaft Center Bearing Studs 


A-T-957-A 


2 


Crankshaft Rear Bearing Studs 



189 



HISPANO — SUIZA 



Name of Part 

Crankshaft Front Bearing Studs 

Stud, 8 m/m x 1.25 P. x %!' long 

Water Pump Cover Screws 

Stud, 8 m/m x 1.25 P. x \^" long 

Stud, 8 m/m x 1.25 P. x 1 A" long 

Exhaust Pipe Flange Gasket 

Main Bearing Screws 

Magneto Coupling Bolt 

Water Pump Cover Gaskets 

Oil Pipe Flange Gasket 

Oil Pump Gasket 

Water Pump Bkt. Gasket 

Oil Pipe Nipple 

Oil Pipe Nipple Packing Nut 

Crankshaft Bearing Stud Nut 

Cylinder Cover Gasket 

10 m/m Special Nut 

Oil Pipe Bkt. Screws 

Cylinder Base Gasket 

Water Pipe Gasket 

Magneto Dowel 

Magneto Cap Screws 

Washer (J| " ID Plain) 

Oil Pump Suction Pipe 

Crankcase Rear Plug 

Valve Tappet 

Valve Tappet Washer 

Valve Spring Washer, Lower 

Camshaft Bearing, Front 

Camshaft Bearing, Center 

Camshaft Center Bearing Cap 

Camshaft Bearing, Rear 

Camshaft Nut 

Connecting Rod Bushing 

Crankshaft Gear 

Magneto Pinion 

Magneto Gear 

Vertical Shaft Collar 

Vertical Shaft Thrust Washer 

190 



Part 


No. 


No. 


Per Engine 


A-T-958-A 


2 


A-T-959-A 


5 


A-T-960-A 


6 


A-T-961-A 


4 


A-T-964-A 


24 


A-T-968-A 


8 


A-T-970-A 


4 


A-T-981-A 


6 


A-T-982-A 


1 


A-T-984-A 


2 


A-T-987-A 


1 


A-T-988-A 


1 


A-T-989-A 


2 


A-T-990-A 


2 


A-T-1019-A 


8 


A-T-1032-B 


2 


A-T-1035-A 


4 


A-T-1037-A 


4 


A-T-1055-B 


2 


A-T-1092-A 


12 


1437 


4 


1440 


8 


1458 


8 


A-9604-B 


1 


A-9608-A 


1 


A-9615-B 


16 


A-9616-B 


16 


A-9617-A 


16 


A-9619-B 


2 


A-9620-B 


2 


A-9621-B 


2 


A-9622-B 


2 


A-9623-A 


2 


A-9635-A 


8 


A-9638-B 


1 


A-9641-B 


2 


A-9642-B 


2 


A-9644-A 


2 


A-9645-A 


2 



AERONAUTICAL ENGINES 



Part 


No. 




No. 


Per Engine Name of Part 


A-9646-B 


2 


Vertical Shaft Bearing, Upper 


A-9647-B 


2 


Vertical Shaft Bearing, Lower 


A-9648-A 


1 


Oil Pump Gear Bushing 


A-9649-B 


2 


Vertical Shaft Casing 


A-9650-A 


2 


Vertical Shaft Casing Nut 


A-9667-A 


30 


Cylinder Core Plug 


A-9668-C 


2 


Camshaft 


A-9908-A 


16 


Valve Spring, Outer 


A-9909-A 


16 


Valve Spring, Inner 


A-9930-A 


2 


Magneto Drive Pinion Taperpin 


A-9939-A 


2 


Camshaft Front Bearing Washer 


A-9941-B 


2 


Vertical Shaft Gear, Lower 


A-9943-X 


2 


Oil Pipe Flange 


A-9958-B 


2 


Magneto Coupling 


A-9959-B 


1 


Breather Tube 


A-9960-B 


1 


Breather Cap 


A-9967-B 


3 


Crankshaft Inter-Bearing, Lower 


A-9968-B 


3 


Crankshaft Inter-Bearing, Upper 


A-9994-B 


2 


Magneto Pinion Cover 


10341 


8 


Piston (Low Compression) 
4.72 to 1 ratio 


A-10357-A 


2 


Gear Housing Packing Nut 


A-10372-B 




Water Pump Bracket 


A-10374-C 




Water Pump Cover 


A-10375-A 




Water Pump Gland Nut 


A-10376-A 




Water Pump Shaft 


A-10378-A 




Water Pump Bushing 


A-10379-B 




Oil Pump Shaft 


A-10380-A 




Oil Pump Gland Nut 


A-10381-A 


16 


Spark Plug Bushing 


A-10383-C 




Cylinder Cover L. H. 


A-10404-A 




Air Pump Cover 


10405 




Air Pump Valve 


A-10406-A 




Air Pump Valve Spring 


A-10407-B 




Air Pump Body 


A-10408-A 




Air Pump Plunger Nut 


A-10409-A 




Air Pump Plunger Washer 


A-10410-A 




Air Pump Tappet 


10411 




Air Pump Tappet Spring 



191 



H I S P A N O 



SUIZA 



Part 


No. 


No. 


Per Engine 


A-10421-A 


1 


A-10424-B 


1 


A-10428-C 


1 


A-10430-A 


1 


A-10431-A 


1 


A-10432-A 


1 


A-10433-A 


6 


A-10434-A 


3 


-10435- 


1 


A-10443-C 


1 


A-10444-C 


1 


10388 


1 


A-10473-B 


2 


A-10474-B 


2 


A-10484-A 


8 


A-10487-A 


2 


A-10488-A 


2 


A-10489-A 


2 


A-10490-D 


1 


A-10495-A 


2 


A-10499-B 


1 


A-10500-A 


1 


A-10510-A 


1 


A-10536-D 


1 


11693 


4 


A-10538-C 


4 


A-10539-C 


1 


A-10540-C 


1 


A-10541-A 


1 


A-10561-A 


1 


A-10562-A 


1 


A-10721-C 


1 


A-10832-A 


8 


A-11003-A 


1 


11006 


1 


A-11008-B 


1 



Name of Part 

Air Pump Valve Leather 

Oil Pump Body 

Inlet Manifold Tee 

Inlet Flange Tube 

Inlet Pipe Flange 

Inlet Pipe Packing Nut 

18 m/m x 1.5 m/m Plug 

Water Nozzle 

Oil Manifold Cap 

Inlet Manifold L. H. 

Inlet Manifold R. H. 

Starting Dog 

Vertical Shaft 

Camshaft Gear 

Valve Guide (Admission) 

Vertical Shaft Casing Nut Lock 

Ring 
Camshaft Washer Snap Ring 
Camshaft Washer 
Cylinder Casting R. H. 
Oil Pump Vane 
Oil Pump Gear 
Oil Filter Ferrule 
Crankshaft B. B. Washer 
Crankshaft 

Connecting Rod, Inner 
Connecting Rod, Outer 
Propeller Hub 
Propeller Hub Flange 
Propeller Hub Nut 
Tachometer Coupling 
Speedometer Drive Shaft 
Cylinder Cover R. H. 
Exhaust Pipe Flange 
Propeller Thrust Bearing Nut 
Propeller Thrust Bearing 
Crankshaft Front Bearing, 

Upper 



192 



AERONAUTICAL ENGINES 



Part 


No. 


No. 


Per Engine 


A-11009-B 


1 


A-11012-A 


1 


A-11015-D 


1 


A-11016-D 


1 


A-11018-B 


2 


A-11025-B 


1 


11026 


1 


A-11027-A 


1 


A-11028-A 


1 


A-11030-A 


8 


A-11041-A 


2 


A-11107-C 


8 


A-11108-D 


1 


A-11137-A 


8 


A-11155-A 


1 


A-11157-B 


1 


A-11159-C 


1 


A-11160-A 


2 


A-11161-A 


4 


A-11162-A 


3 


11163 


8 


A-11164-A 


4 


A-11165-B 


2 


A-11168 


1 


A-11169-A 


10 


A-11171-A 




A-11185-A 




A-11188 


1ft. 


A-11189-A 




A-11190-A 




A-11191-A 




A-11192-A 




A-11194-C 




A-11197-A 


2 


A-11198-A 


2 


A-11199-A 


2 


A-11201-B 


1 



Name of Part 

Crankshaft Front Bearing, 

Lower 
Thrust Bearing Nut Lock 
Crankcase, Upper Half 
Crankcase, Lower Half 
Propeller Thrust Bearing Washer 
Oil Filter Cap 
Oil Filter Ring 
Oil Filter 
Oil Filter Bottom 
Piston Pin 

Cyl. Oil Pipe Bracket 
Cylinders (Steel Sleeve) 
Cylinder Casting, L. H. 
Water Hole Plate 
Air Pump Cover Gasket 
Water Pump Impeller 
Ignition Wire Manifold 
Wire Manifold End Tube 
Rivet (Vert. Shaft Casing Nut) 
Rivet 

Connecting Rod Bushing Dowel 
Oil Manifold Tube 
Camshaft Oil Pipe 
Water Pump Packing 
Cotterpin jt" dia. x Yi' long 
Oil Manifold Sleeve 
Main Oil Tube Plug 
Stuffing Box Packing, Asbestos 

Cord Y4' dia. 
Manifold Water Pipe Nipple 
Manifold Water Pipe Nozzle 
Manifold Water Pipe Nut 
Manifold Water Pipe 
Water Pump Body 
Water Pipe Flange 
Water Pump Thrust Button 
WaterOutletPipeCouplingHose 
Oil Manf. Tube, Rear 



193 



HISPANO— SUIZA 



Part 


No. 


No. 


Per Engine 


A-11202-B 


1 


A-11204-A 


3 


A-11206-A 


1 


A-11207-A 


3 


A-11231-B 


1 


A-11233-A 


1 


A-11236-A 


4 


A-11245-A 


6 


A-11258-C 


1 


A-11259-A 


1 


A-11269-A 


3 


A-11279-A 


8 


A-11300-A 


16 


A-11301-A 


4 


A-11302-A 


12 


A-11303-A 


66 


A-11304-A 


21 


A-11305-A 


64 


A-11307-D 


1 


A-11308-D 


1 


A-11311-A 


1 


A-11312-A 


6 


A-11313-A 


4 


A-11314-A 


2 


A-11322-A 


4 


A-11323-A 


8 


A-11324-A 


4 


10963 


8 


10964 


8 


11468 




11469 




11556 




11555 




11558 




11559 




11570 


2 Sets 



Name of Part 

Oil Manf. Tube, Front 
Manifold Water Pipe Coupling 

Hose %" ID x 3 ply 
Techometer Coupling Pins 
Cotterpins, / ¥ " dia. x 3^" long 
Crankcase Cover, Rear 
Crankshaft End Plug 
Water Pump Hose Clamps 
Adm. Manifold Water Hose 

Clamps 
Zenith Carburetor Type No. 48 

D. C. 
Oil Suction Pipe Plug 
Air Pump Valve Washer 
Exhaust Valve Guides 
Connecting Rod Outer Nut 
Blind Nut, 8 m/m 
Camshaft Bearing Nut 
Nut 8 m/m x 1.25 m/m P 
Nut 8 m/m x 1.25 m/m P 
Cylinder Stud Nut 
Water Outlet Pipe R. H. 
Water Outlet Pipe L. H. 
Oil Pump Gear Bearing Screw 
Crankcase Flange Bolt 
Plug, 12 m/m x 1.25 P 
Vertical Shaft Bearing Screw 
Water Pump Impeller Rivet 
Crankshaft Plug, Large 
Crankshaft Plug, Small 
Admission Valve 
Exhaust Valve 
Tachometer Drive Shaft 
Tachometer Drive Shaft Bushing 
Oil Pressure Relief Valve 
Oil Pressure Relief Plug 
Oil Pressure Relief Body 
y 8 " ID Gasket H"OD 
2 Sets Ignition Wire Markers 



194 



AERONAUTICAL ENGINES 



Part 


No. 


No. 


Per Engine 


11574 


16 


11584 


1 


11599 


2 



11600 



11601 



11583 



10687 


1 


11309 


1 


11937 


2 


A-11331-B 


1 


A-11340-A 


16 


A-11341-C 


2 


A-11342-C 


1 


A-11348-A 


2 


A-12053-A 


7 


11449 


8 


11457 


4 


11326 




11512 


16 


11630 


1.2 ft. 


11635 


1 


A-B-28-A 


32 


A-11141-A 


2 


A-11143-B 


2 


A-11144-A 


2 


A-11145-A 




A-11146-A 




A-11147-B 




A-11149-B 




A-11150-B 





Name of Part 

Spark Plug Bushing Gasket 
Oil Gauge Pipe Elbow 
Compensating Jet-150, Zenith 

Carb. 
Compensating Jet-160, Zenith 

Carb. 
Compensating Jet-170, Zenith 

Carb. 
Oil Pressure Relief Spring, Type 

A 
Oil Pump Hose Connection 
Crankcase Hose Connection 
Cover Screw Dowel Bushing 
Magneto Switch 
Ignition Wire Terminals 
Running Magneto 
Starting Magneto 
Cotterpins, y%' dia. x V/i' long 
Round Head Machine Screw, 

No. 4-32 x K" long 
Ignition Wire Ring, Large 
Ignition Wire Ring, Small 
Ignition Wire, lYi' m/m dia. 
Spark Plugs 
Soft Iron Wire, .030" to .045 ,/ 

Thick 
Oil Pressure Relief Plug Gasket 
Gasket for 18 m/m Thread dia. 

fi" IDXH" OD 
Valve Clearance Gauge 
Valve Adjusting Wrench 
Valve Adjusting Wrench Handle 
10 m/m Sq. Head Socket Wrench 
7 m/m Sq. Head Socket Wrench 
Propeller Hub Nut Wrench 
Spanner Wrench 
Propeller Thrust Bearing Nut 

Wrench 



195 



HISPANO — SUIZA 



Part 


No. 


No. 


Per Engine 


A-11151-B 


1 


A-11229 




A-11230-A 




A-11235-A 


2 


A-11237-A 




A-11238-A 




A-11239-A 




A-11241-C 




A-11243-A 




A-11244-A 




A-11284-A 


2 


A-11285-A 


1 


A-11286-A 


2 


A-11287-A 


2 


A-11288-A 


4 


A-11289-A 


4 


A-11290-A 


2 


A-11291-A 


8 


A-11292-A 


4 


A-11293-A 


1 


A-11294-A 


8 


A-11315-A 


1 


A-11337 


1 


A-11339 


1 


A-10506-A 


2 


A-10507-A 


8 


A-11272 


1 


A-11273 


2 


A-11274 


1 


A-11327-A 


12 



Name of Part 

Water Inlet and Pump Packing 

Wrench 
Magneto Repair Kit 
Rubber Conn, for Radiator 
Radiator Hose Clamps 
Handle for A-11145-A 
Handle for A-11146-A 
Handle for Spark Plug Wrench 
Box for Spare Parts 
Rubber Conn, for Water Pump 
Rubber Conn, for Manifold 
Filter Chamber Cover Washer 
Carburetor Filter Assembly 
Filter Washer 
Gas. Nipple Union Washer 
Gas. Nipple and Drain Union 

Washer 
Compensating Jet Fibre Washer 
Needle Valve Seat Fibre Washer 
Main and Cap Jet Fibre Washer 
Drainage Union Body and Screw 

Washer 
Carburetor Float 
Lower Plug Fibre Washer 
Wrench, Single End for &" hex. 
English Instruction Book 
Spark Plug Wrench for 1" hex. 

Plugs 
Water Hole Cover 
Exhaust Port Plate 
Engine Cover 
Starting Magneto Cover 
Starting Magneto Switch Cover 
Water Hole Plate Washer 



196 



i 



AERONAUTICAL ENGINES 



PART XXVIII 



List of Special Tools that can be furnished by the Wright- 
Martin Aircraft Corporation for Service Work on Models 
A, E and I Hispano-Suiza Engines 



Item 
No. 



Tool 
No. 



1 11794 



TA-12027-C1 
D-101-M 



Name 

Crankshaft Nut and 
Starting Dog Wrench 
Assembly 

Camshaft gear puller 

Cylinder Assembly 
Stand 



4 TA-12066-E-6 Valve Lifter Assembly 



TA-12066-E-27 
TA-12066-E-8 

474 (Williams) 

TA-12055-E-7 

TA-11108-D124 

D-369 

T-A-M-269 
T-A-M-321 
TA-12066-E18 
TA-12066-E-1 

TA-12066-E-2 
T-A-M-323 
TA-12066-E-20 
TA-12066-E58 



Screw-driver, long 
2 m/m Feeler Gauge 

Adjustable Spanner 

Wrench 
Spark Plug Bushing 

Wrench 
Camshaft Lining Bar 

Wooden form 



Camshaft Stud Driver 

Camshaft Gear Nut 

wrench 
Valve Tappet Wrench 

Timing Disc and Scale 



Dead Center Indicator 

Main Bearing Stud Nut 

Wrench 
Cyl. Cover Screw High 

Speed Wrench 
Cyl. Stud Nut Wrench 



Operation Used For 

Removing or installing crank- 
shaft gear nut of starting 
dog. 

Removing gear from cam- 
shaft. 

Holding cylinders while as- 
sembling valves, camshafts, 
etc. 

Removing valves from cylin- 
der. 

Grinding in valves. 

Adjusting clearance of valves 
over tappet. 

Removing or installing verti- 
cal shaft casing nut. 

Removing or installing spark 
plug bushing. 

Lining camshaft bearings at 
assembly. 

Holding valves while assem- 
bling to tappets to prevent 
distortion of stem. 

Installing camshaft intake 
and exhaust manifold studs. 

Removing camshaft gear nut. 

Removing or installing valve 

tappets. 
For installation on crankcase 

to check timing of valves 

and ignition at assy. 
Finding upper dead center of 

piston. 
Removing main bearing stud 

Nuts. 
Removing cylinder cover 

screws. 
Removing cylinder base stud 

nuts. 



197 



H I 



NO — 



U 



Item Tool 
No. No. Name 

19 723J (Std. B & S) Inner Conn. Rod Bolt 

Wrench 

20 TA-12066-E-10 Outer Conn. Rod Nut 

Wrench 



21 

22 TA-12075-C-8 

23 

24 TA-12101-E-4 

25 TA-11339 
26 



Engine Assembly Stand 

631 Reamer 

629 Reamer 16 m/m 

Propeller Hub Nut 

Wrench 
Spark Plug Wrench 

Reamer 1" .1833 



27 TA-12066-E5&9 Valve Seating Cutter 

Complete 

28 TA-12066-C-63 Thrust Ball Brg. Nut 

Wrench (Williams) 

29 TA-12066-F-21 Thrust Ball Bearing 

Puller 

30 TA-12066-E-23 Crankshaft Gear Ball 

Bearing Puller 

31 TA-12006-E-5 Crankshaft Plug Bench 

Screw Driver 

32 T-A-M-321 High Speed Wrench for 

8 m/m Nut 

33 TA-12045-C-2 Line Reamer for Main 

Bearings. (Martel 
Reamer, Field Ser- 
vice Type.) 
Piston Ring Clamps 



34 TA-12000-E-1A 

35 TA-12015-C-2 

36 TA-12066-E-50 



37 TA-12015-C-1 

38 TA-12046-A-1 

39 TA-12066-E-60 



Square Socket Wrench 

Magneto Coupling 
Wrench (Double End) 

Piston Pin Drift 

Valve Tappet Spanner 

Wrench 
Oil Pump Wrench 



198 



Operation Used For 

Removing or installing inner 
conn, rod bolts. 

Removing or installing outer 
conn, rod bolts and cam- 
shaft bearing nuts. 

Dismantling and assembling 
engine. 

Reaming new exhaust valve 
guides. 

Reaming new inlet valve 
guide. 

Installing or removing pro- 
peller hub nut. 

Installing or removing thrust 
bearing nuts. 

Reaming piston pin bushing 
on new inner connecting 
rods. 

Reseating valve seats. 

Installing or removing thrust 
bearing nuts. 

Removing thrust ball bear- 
ings. 

Removing crankshaft geared 
ball bearings. 

Removing plugs in crankshaft 
throws. 

Removing lower half crank- 
case. 

Reaming crankshaft bearings 
when installing new bear- 
ings. 

To hold rings compressed 
while assembling cylinder 
blocks to crankcase. 

Removing piston pin locking 
screws, model "A." 

Synchronizing magneto tim- 
ing and removing magneto 
gear housing, Model "A." 

Removing piston pin. 

Adjusting tappets when re- 
timing engines. 

Removing oil pump bracket 
and water pump. 



. 



AERONAUTICAL ENGINES 



M EM O RAND U M 



199 



H 



S P ANO-SUIZA 



MEM OR AND U M 



200 



AERONAUTICAL ENGINES 



MEMORANDUM 



201 



H 



S P A N O 



SUIZA 



M EM O R AN D U M 



202 



AERONAUTICAL ENGINES 



M EM OR AN D U M 



203 



H I S P A N O 



SUIZA 



M EM OR AND U M 



204 



AERONAUTICAL ENGINES 



MEMORANDUM 



205 



HISPANO — SUIZA 



MEMORANDUM 






206 



AERONAUTICAL ENGINES 



MEMORAND U M 



207 



HISPANO — SUIZA 



MEMORANDUM 



208 



AERONAUTICAL ENGINES 



M EM O R AN D U M 



209 



HISPANO — S U 



Z A 



ME MO R AND U M 






210 



*mm 



AERONAUTICAL ENGINES 



MEMO RAN D U M 



211 



HISPANO — SUIZA 



M EM O RAN D U M 









212 



i ;-m*m 



/ 



AERONAUTICAL ENGINES 



MEMORANDUM 



213 



H I S P A N O 



SUIZA 



MEMORANDUM 



214 



L 



4 



AERONAUTICAL ENGINES 



MEMOR AND U M 



215 



H I S P A N O 



SUIZA 



MEMORANDUM 



216 



_^_i — 




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Plate 72 

Section— End view Assembly. Model A 



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V 



1 






m 



■taMMMBdrtta 



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Plate 74 

Section — End view assembly Models 1 and E 






i_ 



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\ 



7T 




' 




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■>;t; 



V s HI 



Plate 75 
Section — Side view Assembly. Model I and E 



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